Emd F7 PDF

DIESEL LOCOMOTIVE OPERATING MANUAL
NO. 1310
FOR
MODEL F7
With Vapor Car Steam Generator
and Elesco Steam Generator
4th Edition
March, 1950
This manual has been written to specifically cover

operation of the F7 locomotive. However, it may be
used for the operation of other freight type General
Motors locomotives.
Coverage of the Dynamic Brake is included. The

manual is written to be complete with or without this
coverage so that on locomotives not equipped with
Dynamic Brake reference to this subject may be elimi-
nated without detracting from coverage of the
locomotive.
Price $2.50
ELECTRO-MOTIVE DIVISION
General Motors Corporation
LA GRANGE, ILLINOIS, U. S. A.
PRINTED IN U.S. A.
ELECTRO-MOTIVE OPERATING MANUAL
F7 DIESEL LOCOMOTIVES
GENERAL DATA
Weight (fully loaded) "A" Unit (approx.) ................ 230.000 lbs.

"B" Unit (approx.) ............ 230,000 lbs.
Fuel Oil Capacity (per unit) .......................................... l.200 gal.
Lube Oil Capacity (per engine) .................................... 200 gal.
Cooling Water Capacity "A" Unit-"G" Valve Level 230 gal.
"B" Unit-"G" Valve Level 215 gal.
Steam Generator Water Tank Capacities (if used):
Vertical Tank-"A" Unit........................................ 500 gal.
"B" Unit ........................................ I.200 gal.
Hatch Tank-"A" Unit.......................................... 600 gal.
"B" Unit.......................................... 600 gal.
Tank Under 1600:jt Steam Generator ................ 200 gal.
Gear Ratios and Maximum Permissible Speeds:
65/12 ........ 55 MPH
62/15 ........ 65 MPH
6l1 16........ 71 MPH
59. 18.... .... 83 MPH
58/19 ........ 89 MPH
57 /20 ........ 95 MPH
56/21.. ...... 102 MPH
Sand Capacity (per unit) .......................................... l6 cubic feet
Number of Drivers (per unit) ................................................ 4 pair
Wheel Diameter .......................................................................... 40"
Weight on Drivers .................................................................. 100%
Truck Centers ........................................................................ 30' 0"
Truck Rigid Wheelbase .......................................................... 9' 0'
Minimum Curve Radius .......................................................... 274'
Center of Gravity above Rail (approx.l ................................ 63"
Length: Between Coupler Pulling Faces-" A" Unit.. ...... 50' 8"
"B" Unit ........ 50' O"
Height: Over Horns ........................................................ 14' ll 1/4"
Width: Outside Grabirons ................................................... 10' 8"
ELECTRO-MOTIVE DIVISION e GENERAL MOTORS CORPORATION
F7·0-1049 GENERAL
TABLE OF CONTENTS
Page
SECTION 1 - GENERAL DESCRIPTION 100
Engineman's Controls 102

Engineman's Instrument Panel 106
Switches 108
Air Brake Equipment 109
Miscellaneous Equipment 110
Engine Room 115
SECTION 2 - NORMAL OPERATION 200
Preliminary 200
Handling a Train 205
Braking 209
Miscellaneous Operating Instructions 211
SECTION 3 - SPECIAL CONDITIONS AND

PROBLEMS DURING OPERATION 300
Problems During Operation 309

Specific Difficulties 313
SECTION 4 - COOLING, LUBRICATING OIL

AND FUEL OIL SYSTEMS 400
Cooling System 400

Lubricating Oil System 401
Fuel Oil System 402
SECTION 5 - ON-THE-ROAD TROUBLE-

SHOOTING 500
SECTION 6 - STEAM GENERATOR 600

NOTES
ELECTRO-MOT 1VE DIVISION e GENERAL MOTORS CORPORATION
F7-1-1049 DESCRIPTION
SECTION I
GENERAL DESCRIPTION
A description and general location of equipment

on the basic F7 locomotive is given in this section.
A locomotive consists of one or more units rated
at 1500 horsepower each. The units which are equipped
with an operating cab are designated "A" units, those
without cabs as "B" or Booster units. Different com-
binations of units are used, depending on the horsepower
and operating requirements.
100 Diesel Engines Each unit has a 16-cylinder

2-cycle Model 567B Diesel engine which drives
the main generator and auxiliaries described later.
101 Main Generator and Alternator The main

generator and alternator assembly are directly
connected to the Diesel engine crankshaft through a
flexible coupling. Two electrically separate sections
are mounted on the same shaft and designated as
Model D12-D14. The D12 portion produces direct cur-
rent at a nominal voltage of 600 volts for operation
of the traction motors. The D14 section, built into
the engine end of the main generator frame is a three
phase, 80 KW alternating current generator which
furnishes power to drive the engine water cooling fans
and the traction motor blowers.
102 Traction Motors Four traction motors are

used in each unit, mounted one on each axle.
Each motor is geared to the axle which it drives by
a motor pinion gear meshing with an axle gear. The
gear ratio between the two gears is expressed as a
double number such as 62/15. In this case, the axle
gear has 62 teeth while the pinion has 15 teeth.
- 100 -
ELECTRO-MOTIVE DIVISION 8 GENERAL MOTORS CORPORATION
DESCRIPTION F7-1-1049
During acceleration four steps of traction motor

electrical connections (called transition) are used:
1. Series-Parallel 3. Parallel
2. Series-Parallel-Shunt 4. Parallel-Shunt
This transition compares roughly to ''hooking up"
a steam locomotive making it possible to utilize the
full horsepower output of the engines and takes place
automatically while operating locomotives in automatic
transition position. When operating in manual transition
position, the engineman must move the transition lever
to the proper position when the transition indicator
reaches a shifting point_ During deceleration the steps
take place in reverse order.
103 Reversing Locomotive Reversing the locomo-

tive is accomplished by moving the reverse lever
in the control stand to the desired direction. The re-
verse lever must be moved only when the locomotive
is standing still.
104 Auxiliary Equipment Auxiliary equipment in

the F7 locomotive is driven entirely by direct
drive from the Diesel engine or by separate electric
motors. No belts are used in the locomotive.
The 10 KW auxiliary generator is directly driven
from the Diesel engine. It produces direct current at
approximately 74 volts to charge the storage batteries
and supply the low voltage circuits for lighting, control,
generator field excitation, fuel pump operation, etc.
The air compressor is driven through a flexible coupling
from the armature shaft of the main generator. It is
a three cylinder, two stage compressor.
An electric driven blower is provided for each
traction motor. These blowers supply the cooling air
for the traction motors. Electric driven cooling fans
supply the air for the engine cooling water radiators.
- 101 -
ENGINEMAN'S CONTROLS
Three levers and the two brake valve handles
control the entire operation of the locomotive. These
are the throttle, reverse and transition levers which
are mounted in the control stand and the independent
and automatic brake valve handles.
105 ThroHie Lever This lever controls the speed

of the engines and the train speed in normal
operation. The position of the throttle is shown in the
illuminated indicator above the lever. The throttle has
ten positions, stop, idle and running speeds 1 to 8.
Stop can be obtained by depressing the emergency stop
button on the end of the throttle lever and pushing the
throttle lever 1 step beyond the idle position. This
stops all engines. Idle position is as far forward as
the throttle lever can be moved without depressing the
emergency stop button. Each running notch on the
throttle increases the engine speed 75 RPM from 275
RPM at idle to 800 RPM at full throttle. Mechanical
interlocks prevent the throttle from being opened more
than one notch at a time to prevent rough train han-
dling. The throttle may be closed completely with one
motion in an emergency, but should be closed only one
notch at a time in normal operation.
106 Reverse Lever The reverse lever can be re-

moved from the control stand in neutral position
only. This locks the operating controls in the control
stand. With the reverse lever in neutral position, the
power circuits will not close.
107 Transition Lever This lever is on the left

side of the control stand. Its position is shown
in an illuminated indicator in the control stand. The
locomotive is started with the transition lever in the
No. 1 position and is advanced as the speed increases
- 102 -
LEGEND OF ENGINEMAN'S CONTROLS
1. Automatic Brake Valve

2. Full Release Selector Cock
3. First Service Position Cock
4. Instrument Panel Light Switch
5. Safety Control Cock
6. Brake Valve Cutout Cock
7. Safety Control Foot Pedal
8. Rotair Valve
9. Cab Heater Steam Valve
10. Reverse Lever
11. Transition Lever
12. Speed Recorder
13. Horn Cords
14. Load and Transition Indicating Meter
15. Throttle Lever
16. Heater Switch
17. Windshield Wiper Valve
18. Equalizing Reservoir and Main Reservoir Air Gauge
19. Independent Brake Valve
20. Brake Pipe and Brake Cylinder Air Gauge
21. Bell Valve
22. Application Pipe and Suppression Pipe Air Gauge
(If Used)
23. Engineman's Watch Receptacle (If Used)
24. Wheel Slip Indicator Light
25. Dynamic Brake Warning Light
26. PCS Open Light
- 103 -
Engineman's Controls
Fig. 1-1
- 104 -
The dial of the meter is graduated into amperes

starting at 0 at the left and going to 1000 amperes at
extreme right of the scale. There are four transition
zones (safe operating zones) colored green, and an
overload zone colored yellow.
A red diamond and a black line at 825 amperes

show the maximum continuous current rating. A red
triangle at 600 amperes shows the maximum permissi-
ble current when using dynamic brakes. A white pointer
moves across the dial to indicate the amount of trac-
tion motor amperes.
A blank space exists between the transition areas.

When shifting manually from one area to a higher area,
wait until the pointer has reached the edge of the
higher area and shift promptly. When shifting to a
lower area, wait until the pointer has reached the edge
of the lower area and shift promptly.
A plate is mounted below the meter dial showing

the time it is permissible to operate at different
stages of overload. These "short time overload" ratings
are accumulative.
112 Wheel Slip Light This light indicates that the

locomotive wheels are slipping, and the throttle
should be reduced one or more notches to stop the
slipping. The wheel slip light does not flash when
transition is made from series-parallel to parallel and
back to series-parallel as it did with older locomotives.
If the light should flash, consistently, during transition,
this condition should be reported.
113 Dynamic Brake Warning Light (If Used)

If the dynamic brake in any of the units is over-
loaded this light will indicate that the brake should be
reduced.
- 107 -
F7-1- 1049 DESCRIPTION
SWITCHES
The engineman's control push-button switch box
is located above the side window at the engineman's
station. It contains switches for control, light and
accessory circuits. The switches are clearly labeled
for their respective uses, Fig. 1-3. The distribution
panel located on the right side of the electrical con-
trol cabinet in the engine r oom has a number of main
switches all of which are to be closed during normal
operation. Fig. 5-3.
Engineman's Control Push-Button Switch Box

Fig. 1-3
114 PC Switch The pneumatic control switch (PC)

is an air operated electric switch. This switch
is tripped by any "penalty" application of the air
brakes. On most locomotives an emergency application
of the brake will also trip the "PC" switch. When
this switch is tripped, it automatically reduces the
speed of the engines to idle and shuts off all fuel
pumps. If the throttle is in the 5th or 6th notch when
the PC switch is tripped, the engines will stop. Some
locomotives are equipped with an indicating light which
will show when the switch is tripped. To reset the
switch the throttle must be returned to idle and the
- 108 -
brake "recovered," When this has been accomplished

the "PC" switch will reset itseli and the indicating
light will go out.
AIR BRAKE EQUIPMENT
The 24 RL brake equipment is normally used on

the F7 locomotives, The air brake gauges are located
on the instrument panel in front of the engineman. In
general, the cab air brake equipment consists of the
automatic brake valve, the independent brake valve and
the K-2-A Rotair valve, a manually operated valve
having four positions and located to the right of the
controller as shown in Fig. 1-1. The automatic brake
valve handle has 6 positions - release, running, first
service, lap, service and emergency; and may be of
the rigid or hinged handle type. The automatic brake
valve handle (rigid or hinged handle) is removable in
the running position. The handle should be removed
when a double cab locomotive is being operated from
the opposite end. The hinged handle, if required by
the railroad, is used to suppress a safety control from
the foot pedal by depressing the handle to a horizontal
position. On some railroads a sanding bail provides
sanding by further depressing the handle.
The brake valve, Fig, 1- 4, also contains:

1. Brake valve cutout cock, located on the filling
piece portion.
2. Safety control cutout cock, located on the
service application portion.
3. First service position cock.
4. Full release selector cock.
116 Independent Brake Valve The S-40- F inde-

pendent brake valve handle has two positions, re-
lease and full application, with the application zone
between the two positions. The brake valve is of the
- 109 -
self-lapping type which automatically laps off the flow

of air and maintains brake cylinder pressure, when
the application pressure reaches the value correspond-
ing to the position of the brake valve handle in the
application zone. Release of locomotive brakes after
automatic application is obtained by depressing the
independent brake valve handle in release position.
117 K-2-A Rotair Valve The four positions of the

K-2-A Rotair valve are "FRGHT," "FRGHT LAP"
"PASS LAP" and ''PASS. " See "Operation" for handling
of this valve.
118 Safety Control Foot Pedal The safety control

foot pedal is located in front of the engineman's
seat. On locomotives equipped with the DS-24-H brake
valve, having the hinged automatic brake valve handle,
the handle provides an alternate control when it is de-
pressed sufficiently to just contact the sanding bail.
Either the pedal or the automatic brake valve handle
must be kept depressed at all times except when the
locomotive is stopped and the locomotive brakes are
applied (30 pounds or more brake cylinder pressure).
If both the foot pedal and the automatic brake valve
are released at the same time, a penalty application
of the brakes will result.
MISCELLANEOUS EQUIPMENT
119 Sanding Valve When the locomotive is equipped

with the hinged automatic brake valve handle,
sanding is accomplished by depressing the lever beyond
the safety control position previously described. This
movement operates the sanding bail which opens a port
to supply air to the sanding eouipment. On locomotives
having a rigid handle on the automatic brake valve, an
independent sanding valve is installed. This lever is
operated by pushing the lever forward until it latches.
- 110 -
• GENERAL MOTORS CORPORATION
BRAKE VALVE DSE-24-H BRAKE VALVE
GUT-OUT COCK
(DOUBLE
HEADING COCK)
OPEN POSITION-
HANDLE HORIZ.
CLOSED POSITION-
HANDLE VERTICAL
FIRST SERVICE
SHIFTER LEVER POSITION COCK
CUTS OUT FIRST
AUTO. POSITION
"AU" EXPOSED. SERVICE AND BRAKE
STRAIGHT AIR POS PIPE MAINTAINING
"SA" EXPOSED__
FUNCTIONS
FIRST SERVICE
POSITION COCK
CUTS IN FIRST SEA·
F Ul.l RELEASE . - VICE AND BRAKE
PIPE MAINTAINING
LEASE FUNCTIONS
HANDLE OVER "F.V"
MAIN RES RELEASE
HANDLE OVER "M R"
Q-24 CONTROL VALVE
GRADUATED RELEASE CAP
RETARDED RECHARGE COCK RET ARCEO RECHARGE COCK

HANDLE OVER LETTERS 1 FRT" HANDLE OVER LETTERS
RESTRICTS AUX RESERVOIR "PASS"-FAST AUXILLIARY
CHARGING RESERVOIR CHARGING
Fig. 1-4
- 111 -
HANQLE OVER LETTERS "FRGT"
CUTS IN CONTROLLED EMERGENCY FEATURE, SPLIT
SERVICE REDUCTION, 6 INDEPENDENT BRAKE VALVE
HANDLE OVER LETTERS ''FRGT LAP" :~-·

CUTS OUT INDEPENDENT BRAKE VALVE CONTROLL·
ED EMERGENCY STILL IN EFFECT
K-2-A ROTAIR
HANQLE OyER LETTERS "PASS LAp" ~
VALVE--:
CUTS OUT CONTROLLED EMERGENCY 8 THE IN·
DEPENDENT BRAKE VALVE
HANQLE OVfR LETTERS "PASS"

ALL FEATURES REMAIN CUTOUT AS IN "PASS LAP,"
EXCEPT INOE PENDENT BRAKE VALVE IS CUT IN
:110 POSITION USED FOR TRAILING "A" UNITS,
INDEPENDENT BRAKE VALVE---
dNIT CONTROL VALVE SECTION

NOTE WHEN DOUBLE HEADING, HtE ROTAIR VALVE ON
THE SECOND OPERATING UNIT SHOULD BE LEF'T
IN A LIVE POSITION, "FRGT" OR ''PASS", TO RE-
TAIN USE OF INDEPENDENT BRAKE VALVE
WHEN OPERATING A ~8" UNIT ALONE WITH THE

HOSTLER'S CONTROL, THE CONTRDt.l.EO EMER-
GENCY SELECTOR COCK MUST BE PLACED IN
"PASS. POSITION TO EFFECT QUICK ACTING
EMERGENCY 1r: NEEDED
HANDLE OVER "F"

CUTS IN CONTROLLED-EMERGENCY BRAKE CYLIN·
OER PRESSURE DEVELOPMENT FEATURE
II-IANDLE OVER "t."

POSITION NOT USED WITH OUR EOUIF'MENT HAN~
OLE MUST BE IN PASSENGER OR FREIGHT POSITION
'HANDLE OVER ·p~

GUTS OUT CONTROLLED-EMERGENCY' BRAKE CYL-
INDER PRESSURE DEVELOPMENT FEATURE
VIEW OF PIPE BRACKET FOR CONTROL VALVES

SHOWING CONTROLLED-EMERGENCY CUT·OUT COCK IN "e" UNITS
Cock Handle Positions

24 RL Brake
All Types Of Service
Fig. 1-4
- 112 -
119 Speed Recorder-Locomotive Overspeed Control

The speed recorder, located in front of the control
stand, is a hydraulically operated speed indicator with
a speed recording tape and an odometer. It is driven
from the number 1 axle of the ''A" unit, through a
flexible cable. It contains a maximum speed device
which will initiate a full service application of the
brakes and trip the PC switch when the maximum
speed setting is exceeded. On some railroads, instead
of a full service application of the brakes, the brakes
go into emergency.
120 Unit Selector Switch (Dynamic Brake) The

unit selector switch located next to the engine-
man's instrument panel has four positions and should
be set corresponding to the number of units makingup
the locomotive. The unit selector switch should be set
before leaving the maintenance point. If one or more
engines should be isolated en route this switch must
not be changed. The only time this switch is changed
is if the locomotive consist is changed.
121 Windshield Wipers The windshield wipers are

controlled by valves, one of which is located on
the engineman's instrument panel, and one on the panel
on the fireman's side of the cab. These wipers operate
independently of each other. The wipers s •. ould not be
run on a dry window as dirt on the glass or blade will
scratch the glass.
122 Horn Valves The horns are operated by air

valves which are controlled by pull-cords, above
the control stand. The horn shut-off valve is located
in front of the No. 2 main reservoir.
123 Locomotive Bell The locomotive signal bell

is under the locomotive floor behind the pilot on
the left side. It is operated by an air valve located
- 113 -
at the engineman's station. The bell shut-off valve is

located to the left side of the front end of No. 2 main
reservoir.
124 Cab Heaters A cab heater is located on each

side of the cab. Hot water from the engine cool-
ing water system passes through the heaters and motor
driven fans provide air circulation. The flow of water
to both heaters is controlled by a valve in the supply
line, located over the left hand engine room steps. This
valve must be kept wide open at all times in freezing
weather. The output of each heater can be varied by
use of the cab heater switches. The switches have
four positions "OFF" 1, 2, 3, which provide three dif-
ferent motor speeds. If engine in the lead unit is shut
down in freezing weather. steam may be admitted to the
cab heaters.
125 Defrosters Each side of the cab is equipped

with a defroster motor and fan which blows heated
air on the inside of the front cab windows. Both
motors are turned on and off by the one defroster
switch in the control push-button switch box.
12G Classification Lights A permanently fixed,

clear bull's-eye is provided on each side of the
nose. Inside the nose and behind each bull's-eye, a
small compartment contains the classification light b1:1lb
and colored lenses. Red and green lenses are provided
in each compartment which can be moved into a posi-
tion between the bulb and the bull's-eye. To accom-
plish this, a locking pin is removed, the desired lens
swung into place and the locking pin replaced. The
lenses are accessible from the inside of the nose sec-
tion through hinged doors in the compartments. When
both red and green lenses are out of position the per-
manent bull's-eye lens will show a white light, thus
making three colors available.
- 114 -
DESCRIPTION F7-1-64Q
ENGINE ROOM
The two ends of the engine FRONT END
are designated "FRONT" and

"REAR" as shown in Fig. 1-5,
r;hich will serve to identify the
cylinder locations, ends and : 3
sides of the engine, as they are -EFT 4
referred to in this manual. The SlDE
:3.
governor, water pumps, and lu-
bricating oil pumps are on the
"FRONT END. " The blowers, ' 7
oil separator and generator are

mounted on the "REAR END."
The engine is placed so

that its rear end is toward the
front end of the unit when the
unit is operating in its normally
REAR END
forward direction.
Fig. 1-5
127 Engine and Panel This

panel is mounted on a frame which supports the
engine cooling water tank near the governor end of
the engine. Each power plant has its own engine control
and instrument panel on which are mounted the lube
oil pressure and suction gauges, fuel tank gauge, along
with the start, stop, fuel pump and isolation switches.
128 Isolation Switch This switch has two positions

"START" (handle horizontal} and "RUN" (handle
pointing down vertically). In ,. START" position, the
power plant is disconnected from the control circuit,
and engine is reduced to idle speed. The engine will
remain at idle speed and will not respond to throttle
controL The power contactors in the electrical control
- 115 -
cabinet will not operate when the transition lever is

moved. In dynamic braking, the unit will exert no
retarding effect. The "Alternator Failure'' alarm is
inoperative. The "START'' and "STOP'' buttons are effec-
tive only when the isolation switch is in .. START" position.
129 Governor, Governor Speed and Safety Control

The engine 1s equipped with a Woodward Governor
which includes an electro-hydraulic governor speed
control, and an unloader used during transition. In
case of low oil pressure or high vacuum on the suction
side of the lube oil pump, the engine governor will stop
the engine. The alarm bells will sound in all units of
the locomotive. The yellow "Low Oil" and the blue
"Alternator Failure" signal light will show in the unit
affected. When the governor safety control stops the
engine, the push button on the front of the governor
housing moves out approximately 3/8" exposing a red
band around the shaft of the button. The governor reset
push button must be pressed in to extinguish the "Low
Oil'' alarm lights and the isolation switch moved to
.. START'' position to extinguish the .. Alternator Failure''
alarm lights. Both actions are necessary to stop alarm
bells. The push button will not trip if the engine stops
due to placing of throttle in emergency stop position,
operation of manual lay shaft control lever, tripping of
ground protective relay when throttle is in run 5 or run
6, or use of the "STOP" button for normal shutdown.
In these instances, the ., LOW OIL" alarm lights will
not light but the "Alternator Failure" alarm will function
(except when the "STOP" button is used) to serve as a
warning that an engine is stopped. When the engine is
stopped by governor control action, the push button must
be reset before the engine can be started. When the
engine is started and run at idliflg speed, the governor
will stop the engine again after approximately forty
seconds, if the condition still exists which caused the
original shutdown. This time delay is provided to allow
- 116 -
DESCRIPTION F7-l-649
a check to determine the cause of the shutdown. How-

ever, if an attempt is made to run the engine above
idling speed during the delay period, the governor will
stop the engine at once should the oil pressure be low
or the oil pump suction be high.
130 Electrical Cantrol Cabinet The electrical

control cabinet contains the various contactors,
relays, and other equipment necessary for the elec-
trical and electro-pneumatic control of the unit.
131 Control Air Pressure Regulator The "control

air," for operating power contactors, reverser
and cam switch is supplied from the main reservoir
and reduced to 80 ::!: 3 pounds by the control air pres-
sure regulator. The pressure regulator is located
behind the steps leading into the operating cab on the
right (engineman' s) side of locomotive. The pressure
is indicated on a gauge in the distribution panel just
below main battery switch.
132 Load Regulator The load regulator is located

diagonally below the engine control panel, its
movement is controlled by a pilot valve and a dump
valve in the engine governor. The load regulator con-
trols the loading of the main generator, and auto-
matically maintains a constant horsepower output,
corresponding to each throttle position throughout the
entire range of engine speed.
133 Layshaft Manual Control Lever The layshaft

manual control lever is attached to the end of the
injector layshaft, at the left front corner of the engine
and is accessible when standing at the engine control
panel. It may be used to shut engine down manually,
or to bring the engine speed to idle, as when taking
an engine "off the line." It is also used to increase
engine speed gradually when putting an engine ''on the
- 117 -
line," when locomotive is under power.
134 Indicators, Gauges and Protective Devices

After the engines are started the entire operation
of the locomotive may be conducted from the cab.
Protective devices, alarm bells, and signal lights are
installed in the locomotive to provide the maximum
protection for the equipment.
There are a number of indicators; gauges, and

protective devices which should be observed when in-
specting the engine room. Additional protective devices
and indicators are installed in the locomotive which
should be checked when abnormal operation (trouble)
is encountered.
135 Engine Overspeed Trip If the engine speed

exceeds approximately 910 RPM, an engine over-
speed device, located on the front of the engine behind
the engine governor, see Fig. 5-10, Section 5, will trip
and bring the engine to a stop.
136 Hand Brake The hand brake is located in the

engine room, to the right of the air compressors
of both the "A" and "B" units. To set brakes with
foot pedal, hold foot pedal down and turn the wheel as
far as it will go. To release the brakes, advance the
wheel enough to release the foot pedal latch and let
go of the wheel. On brakes without foot pedal, rotate
wheel in release direction against the friction locks.
Before moving the locomotive, be sure the brakes are
completely released. Whenever anyone is working
around the locomotive trucks, the hand brakes should
be applied.
- 118 -
NOTES
ELECTRO.MOTIVE DIVISION e GENERAL MOTORS CORPORATION
F7-2-249 OPERATION
SECTION 2
NORMAL OPERATION
Successful road operation and dependable function

of all F7 locomotive components are entirely dependent
upon the quality of inspection and repair at regular
maintenance periods, as well as the proficiency of the
operating crew. As a supplement to terminal mainte-
nance a "pre-service check" by the engine crew upon
boarding the locomotive, will generally preclude the
necessity of anyone entering the engine room while
under way.
It is strongly recommended that the items listed

below be checked thoroughly and without omission, for
carelessness is most often the cause of road failures
which cause unnecessary delays.
PRELIMINARY
200 When Boarding the Locomotive
A. Inspect exterior of locomotive and running gear for:
1. Liquids leaking from the locomotive.
2. Loose or dragging parts.
3. Proper positioning of Angle Cocks and Shut-Off
Valves.
4. Observe brake cylinder piston travel, if air
brakes are set.
B. In the engine room with engines running (if engines
are not running, see Art. 300 for starting instruc-
tions), the following check is to be made in all units.
1. Check for oil, water and fuel leaks.
2. Check gauges, indicators and switches as listed
in Fig. 2-1.
- 200 -
opERATION F7-2-249
L_j,....... 5.
6.
7.
8.
Location Gauges Relays And Equipment

Fig. 2-1
- 201 -
DIVISION e GENERAL MOTORS CORPORATION
F7-2-249 OPERATION
ENGINE ROOM CHECK CHART
Item Readinr Ret. t
Idle No.
1. Aux. Gen. Ammeter 318 B
2. Contactors St. 319
+
3. Control Air Pressure - 3
4. Batterv Ammeter or + or +
5, Ground ReJav
6. Main Reservoir to
7. Air Intercooler
B. Air Pres.
FAILURE CHECK. Should a unit fail to perform prop-

erly check items lettered as "X." The letters R, B,
YB, indicate items that will cause Red, Blue, or Yellow
and Blue lights to come on. See Art. 311 for details.
9. Lube Level
Fuel Ind as 8-11 823
11. Gov. Level Betveea

12 Water Pressure to to R
13. !Water Temoerature Mia. - R

14. Isolation Switch 324
15. Lube Pressure to 129
16. Fuel
17. Load other
18 Lube Suction Green 129
19. Water Level R
Gen. Water Supply Needed
21 Oversoeed Trip to 327 B

.22. Fuel Flow 826 I
Fig. 2-1
- 202 -
OPERATION F7-2-1049
3. Check position of transition cutout switches.

They should be pinned or sealed in the posi-
tion in which the locomotive is to be operated,
all in "MAN" or all in "AUTO."
4. Drain condensation from air brake system.
5. Check position of "Controlled Emergency Cock"
on the D-24 control valves in all "B" units.
The position of this cock should correspond
with the setting of the Rot::.ir valve in the
operating cab, either "FRGHT" or "PASS."
6. In cab of trailing "A" unit, set Rotair valve
in proper "LAP" position and see that brake
valve is properly cut out.
7. When returning back through each unit, check
and release hand brake in each unit.
NOTE: It is good practice to check battery ammeter

in the distribution panel on each unit to see
that the auxiliary generator is charging.
C. In the cab
1. Check brake valve cut-out cock and Rotair

valve position ("FRGT" or "PASS" as de-
sired - ''PASS'' recommended for running
light).
If a locomotive is to be run light for a con-
siderable distance, or with a short freight
train, the Rotair valve in the trailing cab
should be placed in "PASS LAP," the "Con-
trolled Emergency Cut-Out Cock" on the con-
trol valves of the "B" units and the Rotair
valve in the operating cab should be placed
in "PASS" position to insure quick acting
emergency on locomotive units.
With long freight trains the above valves should
be placed in ''FRGT LAP" on trailing "A" unit,
- 203 -
F7-2-350 OPERATION
and in "FRGT ·· on "B" units and operating "A"

unit. which will effect a controlled emergency
action on each locomotive unit.
The controlled emergency action can be nul-
lified (on operating "A" unit only) at any time
quick acting emergency is required by placing
the independent brake valve in full application
position in addition to full emergency position
of the automatic brake valve.
2. Install reverse lever. move to desired direc-
tion, either "forward" or "reverse."
The reversing switch (in the electrical control
cabinet) will move to the opposite direction
when the reverse lever is moved, if the tran-
sition lever is in "Off" position only.
When the transition lever is in Run 1 position.
the reversing switch will not move to the
opposite direction when the reverse lever is
moved until after the throttle is opened.
3. Place manual transition lever in No. 1 posi-
tion. To move transition lever, lift as high
as it will go, and press firmly in direction
you desire to move the lever. Maintain this
side pressure and lower the lever, it will
slip into the next notch.
4. If locomotive is equipped with dynamic brake,
check position of unit selector switch to
correspond with number of units of locomotive.
5. Push in "Generator Field" switch.
201 Handling Light Locomotives

A. Running light (Complete cab preparation Art, 200,
Item C)
1. Place foot on safety control foot pedal.
2. RE:'lease independent brake,
- 204 -
OPERATION F7-2-1049
3. Open throttle one notch at a time. To open

throttle, jerk it gently one notch and release.
This will permit the lever to set itself for
the next notch.
4. NOTE THAT THE LOCOMOTIVE ROLLS
FREELY AND CARE SHOULD BE USED IN
jUDGING THE SPEED.
5. Close throttle to idle before setting brake.
6. Locomotive must be standing still at the time
the reverse lever is moved.
B. Coupling to train
1. Locomotive must not be moved with air hoses
hanging free on nose of "A" units.
2. In backing onto a train it may be desirable to
use the attendant's call in rear "A" unit or
train signal whistle valves at rear of "A" and
"B" units for signalling.
3. Valves and cocks.
a. Nose angle cock is behind pilot on fire-
man's side.
b. Steam line valve behind pilot on engine-
man's side (Pilot plate must be removed to
connect steam linel.
c. Train line signal whistle shut-off valve in
nose compartment directly ahead of engine-
man. It is on signal line reducing valve
at front center of brake rack.
C. Pumping up air
1. Pull out generator field switch.
2. Place reverser in neutral
3. Open throttle to 4th, 5th, or 6th notch as needed.
202 Splitting and Joining Units

1. Take down all jumpers (inside and outside the
diaphragm).
2. Close angle cocks on both units on all air hoses.
- 205 -
F7-2-1049 OPERATION
3. Break hoses and separate units by uncoupling.

4. In joining units.
a. Stretch units to insure couplers are locked.
b. Connect hoses and jumpers, and be sure all
angle cocks on all air hoses are opened in
both units.
c. CUT OUT BRAKES, AND ALL CONTROL
SWITCHES IN ALL BUT THE OPERATING
UNIT. Remove reverse lever in trailing
''A" unit.
HANDLING A TRAIN
203 Starting (recheck cab preparations, Art. 200,

Item C).
FREIGHT
It would be practically impossible to write definite

instructions for train starting that would apply to all
conditions and at all times.
It will be noticed that the locomotive does not
respond as soon as the throttle is opened. In fact,
it may take several seconds before the locomotive will
start to move. This is due to the fact that the load
regulator arm is resting in the minimum position.
By this it is meant that the total amount of resistance
is in the generator battery field circuit, reducing the
generator field excitation to a minimum.
As the throttle is opened above run one, the pilot
valve in the engine governor becomes unbalanced, causing
engine lube oil to flow to the vane motor of the load
regulator, causing the arm to move toward the maxi-
mum position. As the arm moves towards maximum,
resistance is cut out of the generator battery field
circuit, increasing the generator excitation, increasing
generator output to start the locomotive or train.
- 206 -
OPERATION F7-2-104~
Locomotives, when delivered, are adjusted so that

the increase of power output is controlled by the load
regulator and governor rather than by the throttle.
Thus, although the throttle lever is opened rapidly, the
rate of power increase will be controlled by the load
regulator and governor, and a smooth start assured.
If the train does not start on the first attempt, it

may be found necessary to take slack, making sure
that all brakes are released. Actual tests on 100 car
trains have shown that as much as 9 minutes may be
required to completely release the brakes, although
this is an l:nusual condition. Damaged couplers may
result from haste.
When train has moved far enough for all slack
to be taken up, it is desirable practice to open throttle
to attain desired speed as soon as practicable.
As a heavy train starts to move, the indicator
pointer will probably be in the overload (yellow) area.
As the pointer stops moving to the right and starts
back to the left, open throttle another notch. Continue
in this manner until in Run 8 or the desired speed has
been attained.
Starting Freight (1 or 2 unit locomotives)

1. Place foot on safety control pedal and release
brakes.
2. Open throttle quickly to Run 4 and observe load
indicating meter pointer move to the right.
a. If train has started moving when pointer
passes 825 amperes, reduce throttle one
notch.
b. If train is not moving when pointer passes
825 amperes advance throttle one notch.
Immediately after train starts to move, drop
throttle two notches to avoid slipping.
- 207 -
F7-2-1049 OPERATION
c. With train moving, advance throttle one notch

each time hand moves to left until Run 8 or
desired speed for movement is reached.
d. Should wheels slip in starting or accelerating
train, drop throttle one or more notches be-
fore sanding.
e. In starting a train, going above Run 5 will
only result in violent wheel slippage.
Freight (3 or 4 unit locomotives)

Same as procedure for 1 or 2 units, except throttle
is opened rapidly to Run 3 instead of Run 4.
PASSENGER (1 or more units)

Same as procedure for 1 or 2 units (freight) except
throttle is opened rapidly to Run 3 instead of Run 4.
Since passenger trains start easier than long freight
trains, reducing throttle one or two notches will not
be necessary, unless slipping occurs.
In starting passenger trains it is necessary to
consider the weight of the train, the amount of slack,
the condition of the rails, and the demands of the
schedule.
Full scale readings on load indicating meter are
permissible on above starts. However, indicating pointer
must continue moving to the left as train accelerates
and must be at 825 amperes or less before any of the
short time amperage ratings are exceeded.
204 Accelerating a Train

1. Mter the throttle is in the 8th notch, the
indicating meter pointer should move slowly
toward the left. If the pointer is in the over-
load area, it must continue to move until it
is in the green area, or the locomotive is
overloaded. Operation in the overload area
- 208 -
OPERATION F7-2-350
can continue for only the time indicated on

the plate below the indicating meter, See
Art. 309 and Fig. 1-2.
2. If the train speed continues to accelerate, the
pointer on the load indicating meter will cross
the space between area No. 1 and area No. 2.
a, If the locomotive is being operated in
automatic transition, the transition lever
is left in the number 1 position as long
as the locomotive is under power. All
normal step"s of transition forward and
backward are made automatically with the
throttle in Run 8 without any attention on
the part of the engineman.
b. If the locomotive is being operated in man-
ual transition, the engineman must move
thP transition lever to the number 2 posi-
tion. The lever must again be advanced
when the pointer crosses the space into
area number 3 and again for area number
4, When closing throttle for slow aown
or stop, the pointer will swing to the left
because engine and generator load have
been reduced. Do not advance transition
lever at this time. The transition lever
should be advanced only when throttle is
in Run 8 position, with one exception. In
the event a train is started at the top of
a long down grade, with transition lever in
No. 1 position. The train speed will increase,
while the engine throttle is in a reduced
position, Before opening throttle at bottom
of grade, the transition lever should be
advanced to the transition position corres-
ponding with the train speed,
NOTE: When transferring from 2 to 3 or 3 to 2, the

throttle must be reduced to Run 6. After trans-
- 209 -
F7-2-1049 OPERATION
ition has been made, the throttle is opened

again to Run 8. To prevent losing train speed,
shift should take three to five seconds, to effect
a smooth and proper transition.
205 Slowing Down Because of a Grade

1. As the train slows down on a grade the pointer
on the indicating meter will move slowly
toward the right.
a. If the locomotive is being operated in
automatic transition, backward transition
will take place automatically.
b. If the locomotive is being operated in man-
ual transition, the transition lever must
immediately be moved to the corresponding
position after the pointer has moved across
the space from one area to the next.
BRAKING
206 Air Braking with Power Under certain con-

ditions it m'y be desirable to keep the train
stretched during a slow down or stop. If this is done
the throttle should be closed to at least the 6th notch
and the independent brake kept fully released. As the
train speed decreases, the throttle must be eased off.
As the train slows down, the pulling power of the loco-
motive increases rapidly and might become great enough
to part the train if the throttle is not reduced. The
throttle should be in "idle" before the locomotive comes
to a dead stop.
207 Dynamic Braking To use the dynamic brake

see that the unit selector switch located next to
the instrument panel is set to correspond with the
number of units in the locomotive consist. Place the
throttle in "idle," wait at least 10 seconds, and move
- 210 -
OPERATION F7-2-350
the transition lever to "off. " (The reverse lever must

be in either forward or reverse to operate dynamic
brake.) When using dynamic brakes, the reverse lever
MUST be in the direction in which the locomotive is
moving. If the reverse lever is in opposite direction
to which locomotive is moving, the brake will be just
as effective, but the current generated by the traction
motors will flow through the transition indicator in the
opposite direction with possible damage to the meter.
As the pointer on the meter will move backward, no
indication of braking effort will be shown on the scale
of the meter.
If the train is moving at considerable speed,

enough brake may be developed in the "off" position to
bunch the slack. If necessary, move the lever to "B"
and wait until slack is bunched. The dynamic brake
is, in effect, an independent brake and the indicating
meter is now acting as a ''brake cylinder pressure
gauge."
The same precaution must be used in controlling
slack as with the independent brake of the locomotive.
After the slack is bunched the lever may be moved
to give the desired amount of brake. The pointer must
not be carried beyond the red triangle on the indicating
meter <THIS SHOULD NOT BE CONFUSED WITH RED
DIAMOND!, nor must the dynamic brake warning light
be permitted to stay liC In either case, ease off slightly
on the brake until these conditions are remedied.
Differences in idling speed of the engines and

variation in the motor and generator characteristics
may cause the dynamic brake warning light to come on
before the meter pointer reaches the red triangle, but
in any case, the light must not be on. The light is an
indication of an overload, and operating with it "on"
might damage the traction motors and braking grids.
- 211 -
ELECTRO-MOTIVE DIVISION • GENERAL MOTORS CORPORATION
F7-2-350 OPERATION
The independent brake must be kept fully released

at all times when the dynamic brake is in use, or the
wheels may slide. As the speed decreases below 10
miles per hour the dynamic brake becomes less effec-
tive. When the speed further decreases it is permissible
to completely release the dynamic brake by placing the
transition lever in "No. 1" position, and apply the
independent brake simultaneously to prevent the slack
from running out.
Whenever desirable the automatic brake may be

used in conjunction with the dynamic brake provided
the independent brake is KEPT FULLY RELEASED.
The most effective use of the dynamic brake is

between 15 and 25 miles per hour depending on the
gear ratio. Speed on ·grades should not be aUowed to
"creep up" by careless handling of the brake, as this
is a holding brake and is not effective for slowing
down heavy trains on steep grades.
MISCELLANEOUS OPERATING INSTRUCTIONS
208 Operation over Railroad Crossings When

crossing railroad crossings, reduce throttle to
the 5th notch before reaching crossing and leave reduced
until all units are over crossing in order to reduce
arcing from the brushes to the motor commutator.
210 Changing Operating Ends When the consist of

the locomotive includes two "A" units, the follow-
ing procedur•es should be followed in changing from one
operating end to the opposite end:
1. If the locomotive is equipped with electro-

pneumatic brakes and the brake has been in
use, change the brake selector on the auto-
- 212 -
OPERATION F7-2-350
matic brake valve to "AUTO," and open elec-

tro-pneumatic brake switch.
2. REMOVE REVERSE LEVER.
3. With safety control foot pedal depressed,
release independent air brake by placing in-
dependent brake valve handle in "release"
position.
4. Make full service automatic brake reduction.
5. Close brake pipe cut-out cock and release
safety control foot pedal.
6. Move the rotair valve t~ the proper "LAP"
position.
7. Move the automatic brake valve handle to
"RUNNING" position and remove the handle
from the brake valve.
8. Remove the independent brake valve handle in
"release" position.
9. Open all switches in control push-button box
and lock switches in off position.
10. Proceed to cab at opposite end. Check ''PC"
switch and reset if necessary. Open switch
lock on control push-button switch box, close
control and fuel pump switches and such other
switches as are necessary.
11. Insert reverse lever, automatic brake valve
and independent brake valve handles. Place
independent brake valve in "full application"
position.
12. Move the Rotair valve to the proper operating
position.
13, Open brake valve cutout cock (double heading
cock) slowly, pausing from five to ten seconds
in mid-position.
14. When ready to move locomotive, depress safety
control foot pedal or automatic brake valve
handle and move the independent brake valve
to "RELEASE" position.
- 213 -
ELECTRO.MOTIVE DIVISION e GENERAL MOTORS CORPORATION
F7-2-350 OPERATION
211 Operating a "B" Unit with Hostler's Controls

Operation at the hostler station is the same as
an "A ·• unit. The push button switches are beside the
controller. The brake valve cutout cock is below the
brake valve. The bell valve is a globe valve near the
controller. Only No. 1 transition is available. Move-
ment of the reverse lever automatically places the
locomotive in No. 1 transition. It is to be remembered
that the operation of the ''B" unit controls will operate
all units joined to it.
When securing the hostler control be sure all
push buttons are pulled out, the controller and reverser
pinned, and the brake valve cut out, as these items will
affect operation at any other station or cab.
212 Leaving Locomotive Officials of the Mechanical
Department of the various railroads generally issue
instructions of this nature that will apply to their own
individual requirements, as conditions will vary with
each different railroad, and in a good many instances
between different localities on the same railroad.
213 Air Box Drains Each engine has two air box
drain tanks incorporated in the engine oil pan
near the gf>nerator end, one on each side. These tanks
have a valve in the drain line so that the tanks may
be drained when the locomotive is standing still, and
sludge and oil from the tank will not be carried onto
the running gear. In the event that the drain tank
becomes filled, a tell-tale hole in the tank will blow
the overflowing sludge and water onto the engine-room
floor. If water appears in the tell-tale hole the cause
should be investigated.
214 Unusual Operating Conditions Unusual Oper-

ating Conditions such as overloading, running
through water, failure of indicating meter, isolating
units etc., are covered in Section 3.
- 214 -
NOTES
··----···---------------
-----------------------------
SPECIAL OPERATION
SECTION 3
SPECIAL CONDITIONS AND
PROBLEMS DURING OPERATION
There are several conditions which may be en-
countered from time to time which require special
operating instructions. If the instructions are closely
followed no damage to the equipment will result. Care-
less operation under these specialized conditions can
be very costly.
300 Starting Engines

1. Close all switches in distribution panel.
2. Atengineman' sstation close "control'' and "fuel
pump" switches.
3. Place independent brake in full "application"
position.
4. Check "PC" switch.
5. BE SURE REVERSER LEVER IS REMOVED
FROM CONTROL STAND.
6. Check engine lube oil and water levels and oil
level in governor and air compressor.
7. Test signal alarm system by placing isolation
switch in ''Run" position momentarily. Blue
light should light and bells should ring.
8. If engine has been shut down more than two
hours, open cylinder test valves, pull lay shaft
closed and press "START" button on engine
control panel. Crank engine over a few revol-
utions. If water was discharged from cylinders
investigate, if not, close test valves and proceed.
9. Turn on fuel pump switch and check for fuel
flow through sight glass on fuel filter nearest
engine (mounted on the right front of engine).
10. Check setting of overspeed trip (pull to set).
11. Check governor oil alarm trip button.
12. Hold layshaft one quarter open.
- 300 -
SPECIAL OPERATION F7-3-1049
13. Press engine start button until engine starts

(not more than fifteen seconds).
14. Check oil pressure.
15. Check ground relay.
16. Check starting contactor interlocks.
17. Idle engine until water temperature comes up
to green area on gauge before working engine.
18. Place isolation switch in "Run'' position (down).
19. For starting troubles, see Section 5.
301 Stopping Engine (For stopping while under power,
see Art. 314).
1. Place isolation switch in "start" position.
2. Push engine "stop" button in and hold it until
engine stops.
3. Place fuel pump switch in "off" position.
4. Open cylinder test valves on engine (if more
than two hour layover).
302 Securing Locomotive at Engineman's Control
Station in Preparation for Layover
1. Place transition lever in "off" position.
2. Place reverse lever in ''neutral" position and
remove lever from controller.
3. Open all switches in push button control box
and distribution panel (after engine has been
stopped).
4. Release air brakes and set hand brake. As an
added precaution against locomotive moving,
block the wheels.
304 Freezing Weather Precautions In freezing

weather, precautions must be taken to see that
water in the locomotive does not freeze. If No. 1 en-
gine is shut down, but train line steam is available,
open steam admission valves into engine and "G'' valve
on cooling water supply tank. The steam admission
valve is located on engine room floor at left front cor-
ner (governor end) of engine. Do not confuse this valve
- 301 -
1. Cab Heaters 6. Steam Pressure Reducing Valve
2. Cab Heater Steam Valves 8 7. Steam .Admission
3. Cab Heater Valve B. Steam Trainline Connection
4. Steam Heating Line Drain Valve 9. Cab Drain Valve
5. Check Valve Engine Cooling Water Tank
tAl
0
"" Normally Closed
Cab Heating System
Fig. 3-1
DIVISION e GENERAL MOTORS CORPORATION
with the engine drain valve. Close valve 3 and open

valves 2 and 7, Fig. 3-1. Valve 4 should be closed,
valve 9 cracked open to allow condensate to drain. If
train line steam is not available, the entire system will
have to be drained. Steam admission valves are pro-
vided on the following equipment, so that if engine and
steam generator are inoperative, steam from an external
source may be supplied to prevent freezing.
Steam Generator (These valves should be opened)
1. Heating coil valve.
2. Water suction line valve.
3. Water tank valve.
For detailed instructions, see Steam Generator
Section.
Engine Cooling System (These valves should be opened)
1. Steam admission valve to engine cooling water.
2. Valve for steam supply to cab heaters.
3. Toilet water tank valve.
4. "G" valve.
In freezing weather if heating facilities are not
available, all water must be drained from locomotive.
1. Engine cooling system and cab heaters. See
Fig. 3-1.
2. Steam Generator. (See Steam Generator Section)
3. Steam Generator water tank.
4. Toilet water tank.
5. "G" valve.
6. Air system.
a. Air compressor oil separator.
b. Upper sump reservoir.
c. Lower sump reservoir.
d. No. 2 main reservoir under cab floor.
e. Type H filter.
f. Electrical control air regulator.
g. Electrical control air reservoir.
h. Strainers at engine control and instrument
panel, and electrical control cabinet.
i. Air compressor intercooler.
- 303 -
F7-3-350 SPECIAL OPERATION
305 Towing Locomotive

1. Be sure reverse lever is in neutral position.
If locomotive is to be towed in a train any
appreciable distance, the reverser switch must
be placed in neutral and locked in that position.
To lock the reverser switch, remove the lock-
ing pin which during normal operation is screwed
into the left hand side of the reverser housing.
With the reverse lever in neutral, punch the
buttons on top of reverser switch lightly, to
center. (If control air is not available, place
wrench on square portion of switch shaft and
center switch manually.) After switch has been
centered, shut off control air. Insert pin into
hole in the right side of reverser housing, push-
ing pin all the way through the reverser switch
shaft, and screw pin into threaded hole on left
side of reverser housing.
2. All isolation switches must be in ''START"
position. If it is necessary to keep the engines
idling for any reason while towing locomotive,
the fuel pump and control switches should be
left in the closed position.
3. The air brake equipment should be set according
to the air brake manufacturer's bulletin.
306 9perating without Transition and Load Indicating

Meter (Manual Operation) Transition should be made
in accordance with reading of transition meter and
should never be made from speed indicator reading,
except when the transition meter fails to function.
If at any time the transition meter does not function

properly, or the lead unit has been isolated, transition
should be made by reference to locomotive speed. The
table shows the approximate speeds in miles per hour
with 40" wheels at which transition should occur at
full throttle.
- 304 -
GEAR RATIO
From To
Pes. Pes. 65/12 62/15 61/16 59/18 58/19 56/21
2 14.5 22.5 27.5 29.5

2 3 24.5 26.5 33,5 38.5
3 4 56.5 65.5
4 3 56.5 65,5
3 2 24.5 26.5 33.5 38.5
2 14.5 22.5 27.5 29.5
Operating with Steam Locomotive as Helper

In moving large tonnage trains over heavy grades
ordinarily encountered in mountainous territories, steam
locomotives are generally used for helper service. In
such a movement, it must be known that the steam
locomotive can and will pull, as its share of the load,
the tonnage of the train which is in excess of the max-
imum continuous tonnage rating of the Diesel locomotive
for the grade over which the train is moved. The steam
locomotive must be capable of pulling its share of the
tonnage without danger of slipping.
Steam locomotives used as helpers often have ton-
nage ratings based on speeds lower than the continuous
rated speed of the Diesel locomotive. Above such speeds,
the Diesel locomotive will absorb more than its propor-
tionate share of the load since its tonnage rating is based
on a higher speed. As a result, the Diesel locomotive
may become overloaded in endeavoring to gain the min-
imum speed for its continuous rating, This will be indi-
cated by the transition indicating meter pointer moving to
the right of the No. 1 green area into the overload area.
Under these conditions, reduce the Diesel loco-
motive throttle, allowing the train speed to drop and
the steam locomotive to pick up its proper share of
the tonnage. As the speed decreases, the transition
indicating meter pointer will move to the right. In
this event reduce the throttle until the pointer reaches
the No. 1 green area. When the pointer remains in
- 305 -
the green area the steam locomotive will have assumed

enough tonnage to remove the overload from the Diesel
locomotive. Operation should be continued at this throt-
tle position. It is permissible to operate Diesel loco-
motives at full throttle to get over a grade as quickly
as possible, provided the TIME of overload is not ex-
ceeded. Locomotives should never be operated con-
tinuously, below the 5th throttle position.
Should the transition me>ter be out of order, it
will be necessary to handle the throttle by refer-
ence to the spee>d indicator instead of the transition
indicating meter. In this case, the table of "approx-
imate continuous speed ratings" given below should
be used. To apply this data in the table, reduc2 the
throttle notch by notch. After each throttle reduction,
allow the train speed to become steady and read the
speed indicator. Compare the reading with the figure
in the table opposite the throttle position being used
and in the column corresponding to the gear ratio of
the locomotive. If the train speed is lower than the
table figure, reduce the throttle another notch and re-
peat the procedure, comparing the speed with the line
in the table for the new throttle position. Continue the
throttle reduction until the train speed becomes equal
to or higher than the table speed reading. Continue
op'eration at this throttle position.
Approximate Continuous Speed Ratings

Miles Per Hour With 40" Wheels
Throttle 65/12 62/15 61/16 59/18 59/19 56/21
8 13,5
7 7.5
6 5.5 7.5 8.5 9.5
5 3.5 5.5 5.5
An example of the use of the table is given below:

Assume the locomotive is one with 62115 gear
ratio. When operating in transition number 1 and
- 306 -
throttle in run 8, with a helper locomotive, the train

speeds drops to 10 m.p.h. This is under the 11.0 m.p.h,
shown in the table for a 62/15 gear ratio locomotive
in throttle run 8. The locomotive is overloaded, and
if the transition indicating meter were working the
pointer would be to the right of No. 1 green area
1825 amp.l. The throttle is then reduced to run 7.
The speed drops to 8.5 m.p.h. and the helper locomo-
tive assumes more load. The locomotive is stiil over-
loaded since the table shows 9.5 m.p.h. for run 7. The
throttle is next moved to run 6. The speed becomes
steady at 7 m.p.h. This checks with the continuous
speed rating in the table and operation should be con-
tinued with the throttle in this position.
308 Operating with Diesel Locomotive as Helper

A number of Diesel locomotives with 12-tooth
pinions are being used in pusher or helper si!rvice.
Whenever a locomotive with 12-tooth pinion is used as
a pusher or helper for another locomotive having 15-
tooth or larger pinions, the throttle on the 15-tooth
lor larger) pinion locomotive should be handled in the
same manner as when a steam locomotive helper is
used. It is very desirable, as in all railroad operations,
to get a train over the hill in as short a time as possi-
ble, but before the TIME of overload operation is ex-
ceeded, the throttle should be reduced on the locomotive
with the larger pinion gears to reduce its load, putting
more of the load on the locomotive with the smaller
pinion. In this manner. the indicator pointer will be
brought back into the safe operating zone.
At this time, the engineman on the 12-tooth pinion
locomotive will have to watch his transition indicating
meter to be sure his locomotive is not overloaded.
If the> pointer of the 12-tooth locomotive is in the over-
load zone, but the top of the hill is within the indicated
mileage or time limit of the oYerload zone in which
he is operating, it will be permissible to proceed, in
- 307 -
order to get over the hill in as short a time as possible,

but if the TIME of overload operation is exceeded,train
tonnage should be reduced. This instruction applies to
any combination of locomotives with different gear ratios.
If slipping occurs, reduce throttle below the slipping
point and operate sander, again opening throttle after
sanders are in operation. SAND SHOULD BE USED TO
PREVENT SLIPPING, NOT TO STOP IT.
309 Operating in Short Time Overload Zone

When starting a train, the pointer of the transition
indicating meter will usually move temporarily into the
short time overload section of the meter. This repre-
sents a normal condition if the pointer return::; to the
No. 1 green area as the train speed increases. If the
pointer remains in the overload area or enters this
section of the meter on a grade with the transition lever
in No. 1 position, the locomotive is overloaded.
The locomotive is designed to stand overload oper-
ation if this condition does not exceed certain limits. The
greater the overload the further the pointer swings over
into the overload area and the less time the locomotive
can operate without the motors heating excessively.
310 Tonnage and Speed Ratings The tonnage ratings
of any F7 locomotive depends on number of units,
grade, and gear ratio between the pinion on each traction
motor and the axle gear with which it meshes. The table
below lists tonnages for various horse power ratings and
gear ratios, and also shows the approximate speed which
the locomotive will develop when hauling its rated tonnage.
The maximum permissible operating speed of the loco-
motive for each gear ratio is also given. This repre-
sents the road speed at which the traction motors will
turn at the maximum safe RPM.
These minimum speeds listed below MUST NOT
be used for rating the tonnage, but only as a guide to
approximate the running speed with rated tonnage.
- 308 -
OPERATING PROBLEMS F7-3-35Q
With the listed tonnage ·ratings, all engines must

be up to full rated output. If an engine is low in power,
or an engine is "off the line,"' the tonnage should be
adjusted in proportion to the decreased power.
CONTINUOUS TONNAGE RATING FIGURES

FOR F7 LOCOMOTIVE
GEAR RATIO
HP GRADE 65/12 62/15 61/16 59/18 58/19 56/21
31oo 235o
soo
Approximate Minimum For

13,5 15.5
Maximum Speed 65 71 71 83 89 95
NOTE: F7 locomotives with 65/12 gear ratio and 027

motors, or 07-017 motors using armatures
wound with the new silicone coils, will be per-
mitted to operate at 55 MPH maximum speed.
All other motors 50 MPH maximum speed.
1n order to avoid overloading the electrical equip-

ment, it is important that the tonnage of the train be
kept within the maximum tonnage rating limits of the
locomotive except where SPECIAL TONNAGE RATING
has been supplied to the railroads by the locomotive
manufacturer.
- 309 -
F7-3-1049 OPERATING PROBLEMS
PROBLEMS DURING OPERATION
311 If Alarm Bells Ring An alarm signal light will

be lighted in the unit affected:
RED Engine water temperature over 208" at outlet
(approximately 200° on gauge). Check water
level, shutters and fans. If condition cannot
be corrected at once isolate engine and inves-
tigate for cause. If the fuel pump motor fuse
in the engine control panel is blown, the fuel
pump will stop and cooling system fan and
shutter control will be inoperative. Air supply
shut off valve for shutters is mounted on left
wall of car body opposite engine blower.
YELLOW Low lube oil pressure dr high lube oil
& BLUE suction. Engine will be stopped. Isolate_
engine and reset governor trip button to
stop alarm bells·. Check oil level and con-
dition. If no difficulty is evident start en-
gine, check oil pressure. Place engine on
line. Watch oil pressure and suction gauge.
Under extremely high temperatures an other-
wise normal engine may have oil pressure
fall low enough to trip the alarm.
BLUE Alternator failure (wh~never engine stops
while "on the line" this light will light,
since stopping engine, of course, stops the
alternator). Check overspeed trip and fuel
flow, start engine and attempt to put engine
"on the line.'' If light comes on instantly,
or if light lights with engin~ running, check
auxiliary generator field fuse and alternator
field fuse. If light does not come on. after
engine is started, but engine will not respond
to throttle, check ground relay. See Art. 322.
GREEN Steam generator failure. See Section 6
NOTE: The yellow lube oil alarm light will burn when-
- 310 -
OPERATING PROBLEMS F7-3-350
ever the governor low oil alarm switch is tripped

whether isolation switch is in ·· starf' or "run"
position. The ''low oil"' alarm light and" alterna-
tor failure'' lights are energized through the fuel
pump control circuit so that if the ··PC'' switch
is tripped or the fuel pump switch in the cab
pulled out or the fuel pump fuse in the operating
unit is blown these alarms will not operate.
312 If Locomotive Fails (All Units) to Produce
Power with Engines Running If engines are
stopped, start engine. See Art. 300.
1. Check "control," "generator field," and "fuel
pump" switches and position of reverse lever.
2. Check "pc·· switch (tell tale pin should be
down or indicating light not burning).
3. Check control fuses. Move throttle to ''STOP''
position, if engines begin to die, quickly return
throttle to ··idle." If engines do not slow down
check the two control fuses in distribution panel.
4. Check brakes.
5. If trouble still persists, check each unit.
NOTE: If locomotive is putting out power, output of "A"
unit can be read directly from load indicating
meter. Throttle response can be told by sound
of engine. Both are important observations.
313 If Any Unit Fails to Produce Power with En·
gine Running If engine is stopped check over-
speed trip lever, and fuel flow, and low oil pressure
trip on governor, then start engine or see Art. 300.
1. Refer to Fig. 2-1, Section 2, and check each
item under "Unit failures check" for proper
setting and reading.
2. Check battery field fuse on low voltage panel.
3. Check control jumpers between units, they may .
be loose or contacts dirty or burned.
4. A careful check of these items will reveal the
more common difficulties (75% of the troubles).
- 311 -
An unusual difficulty requires careful study of

the particular situation.
Any piece of mechanical equipment is subject to
some difficulties. An arrangement of protective devices
is provided on these locomotives to prevent damage in
case of a failure or careless operation. OVERLOADING
IS ONE EXCEPTION AND IS ENTffiELY THE RESPON-
SIBILITY OF THE ENGINEMAN. As soon as it is
apparent that the tonnage is too great, the engineman
must take the proper steps to reduce train tonnage.
In cases of serious difficulty in a unit the engine
should be immediately isolated and an investigation
made.
314 Isolating and Stopping an Engine while

Under Power or Using Dynamic Brake
(For normal stopping procedure, see Art. 3011.
If it becomes necessary to take engine "off the
line" while the locomotive is operating under power,
it should be done as follows:
1. Pull manual control lever shut. Hold until
engine stops.
2. When bell starts ringing place the isolation
switch in the ., start" position.
3. Place fuel pump switch in "OFF" position.
315 Starting and Placing Engine on the Line

while Locomotive Is Under Power
1. Start engine in the usual way. (See Art.300l.
2. After lubricating oil pressure builds up, place
isolation switch in "run" position. If throttle
is above third position, hold off on governor
to injector linkage with layshaft manual control
lever, to allow engine to come up to speed
gradually. DO NOT place an engine "on the
line" when using dynamic brake. See Art. 326.
- 312 -
SPECIFIC DIFFICULTIES
316 Recovery of Control of Brake after

Penalty Application
1. Place automatic brake valve in "LAP."

2. Close throttle to idle.
3. Place foot on safety control foot pedal.
*4. Wait until application pipe builds up to main
reservoir pressure. <Listen for exhaust or
watch PC switch light - if usedi.
5. Reset train control.
6. Check PC switch.
7. Release brakes.
• If "PC'' will not reset with automatic brake valve handle
in ''Lap,'' after an emergency application, place brake
valve handle in running position.
317 SeHing "PC" Switch Recover brake, see Art.

316. If "PC" switch is tripped locomotive will
have power in number one throttle position (shown on
load indicating meter) but engine speed will not advance
as throttle is opened. Fuel pumps will be stopped. In
No. 5 or No. 6 throttle position the engines will stop.
No bells will ring. The ''fuel pump" switch in the cab
open and the fuel pump fuse in the distribution panel
blown will cause the same difficulty as a tripped "PC"
switch.
318 Auxiliary Generator Charging Rate Failure

of auxiliary generator will stop excitation of alter-
nator and cause a blue light. Normal output should
keep battery ammeter at 0 or show some charge. Aux-
iliary generator ammeter can show 20-30 amperes
charge and still have 150 ampere output fuse blown.
In case of auxiliary generator failure stop engine in
that unit and check 30 ampere field fuse and 150
ampere output fuse.
- 313 -
ELECTRO-MOTIVE DIVISION 8 GENERAL MOTORS CORPOR,.,TION
319 Starting Contactors Main contact points must

not stick closed. The interlock located underneath
main contactor must be closed and making good contact.
If interlocks do not close or make contact, engine will
speed up when throttle is opened but will not load.
Above No. 5 throttle position the fuel indicator on the
governor will be unbalanced to minimum fuel (low
power piston) and load regulator will point toward
5 o'clock.
320 Control Air Control air should be 80 :t 3lbs. to

supply air to close main contactors and other air
operated accessories. Failure of control air will stop
power output !lS main contactors will nat close. En-
gines will speed up in response to throttle. Above
No. 5 throttle position, the fuel indicator will be un-
balanced to minimum fuel (low power piston) and load
regulator will point toward 5 o'clock. See Art. 327.
321 Battery Ammeter Battery ammeter should al-

ways show 0 or some charge. If discharge is indicated
check auxiliary generator output. If trouble cannot be
remedied anticipate failure as battery runs down.
322 Ground Relay Pointer points to yellow dot when

set, red dot when relay is tripped. When the
ground relay is tripped the engine will not speed up
when throttle is opened. In No. 5 or No. 6 throttle
position engine will stop and blue light will light. To
reset, isolate engine, reset relay, and put engine on
line. If relay continues to trip isolate unit, Art. 324.
323 Wheel Slip Relay The wheel slip relay is lo-

cated in the electrical control cabinet, behind the
power contactors. If one pair of wheels should slip
while locomotive is under power, this relay w; ll pick
up, lighting the wheel slip light intermittently dS the
wheels slip, stop slipping and slip again, to warn the
- 314 -
engineman. The throttle should be reduced to stop the

slipping, and sand applied to prevent further slipping
when throttle is reopened.
324 Alarm Indications For One Pair Of Wheels

Sliding If one pair of wheels should slide when
starting a train, the wheel slip light will flash on and
off intermittently, but as the train speed increases, the
light will stay on more or less continuously and will
not go out when the throttle is reduced and sand applied.
The light will go out when throttle is closed to idle.
Under this condition, the engine crew should make

an immediate investigation to determine the cause. The
wheels may be sliding due to a locked brake, a broken
gear tooth wedged between the pinion and ring gear, or
a motor bearing may have seized.
Repeated ground relay action, accompanied with

unusual noises such as continuous thumping or squealing,
or the smell of burning paint or insulation, may be an
indication of very serious traction motor trouble that
should be investigated at once.
UNDER NO CONDITION OF REPEATED WHEEL

SLIP INDICATION OR REPEATED GROUND RELAY
ACTION SHOULD A LOCOMOTIVE UNIT OR POWER
PLANT BE ISOLATED AND CONTINUED IN SERVICE
WITHOUT FIRST MAKING THE ABOVE INVESTIGA-
TION.
325 Engine Speed and Fuel Indicators On Governor

There are two pointers on the cover of the gover-
nor. One of these pointers indicates the throttle posi-
tion of the engine and is labeled "speed." The second
pointer indicates the position of the power piston in
16ths of an inch and is labeled "fuel." The lower the
number on the ''fuel scale" the greater the quantity
- 315 -
of fuel which is being injected into the cylinders. In

No.8 throttle ''speed" position the fuel indicator needle
should read between 5 and 6 if the engine is properly
loaded. In general, the two pointers should be checked
only in No. 8 throttle position as indications at part
throttle may be misleading. If a marked variation is
noted the trouble should be investigated. Excessive fuel
!lower number on fuel scale> will indicate engine trouble.
Minimum fuel will indicate electrical trouble.
326 Isolation Switch Isolation switch must be firmly

in "run" ldownwardl position to obtain power from
the unit. The switch should be opened and closed only
with engine at idle speed or stopped. Use the manual
layshaft lever to bring engine to idle speed or to stop
engine when the locomotive is under power or in dynamic
braking. Isolation switch should NOT be placed in
"RUN" position when other units are in dynamic braking
unless it is KNOWN that the transition lever is in "OFF"
position. The safest course is to wait until the train
has stopped.
327 Load Regulator When operating in No, 8 throttle

position the load regulators throughout the loco-
motive should be in approximately the same position.
Extreme unbalance of the load regulator arm in one
unit to maximum or minimum field is an indication
of difficulty and should be investigated.
If during full throttle operation one unit shows
minimum field <arm in 5 o'clock position> trouble may
be either mechanical or electrical. If in maximum
field <arm in 8 o'clock position> inspect for loss of
electrical load.
328 Fuel Flow For proper engine operation, a good

flow of fuel (clear and free of bubbles) should be
indicated in the fuel return sight glass, located on the
duplex filter assembly, nearest the engine.
- 316 -
Normally, a small amount of fuel will leak by the

plunger, and come out the small hole in the stand pipe
of the by-pass sight glass. If the leakage is enough so
the fuel flows out the top of the standpipe, this fact
should be reported to maintenance.
If no fuel is flowing through the fuel return sight
glass check fuel pump motors and fuel pumps. If pumps
in all units are stopped check "PC" switch, fuel pump
switch, and fuel pump fuse in distribution panel. <Do
not confuse fuel pump fuse and fuel pump motor
fuse>.
If pump in other units are running, check switch
on engine control panel and control switch, 80 ampere
control fuse and fuel pump motor fuse in the distri-
bution panel of units affected. If pump is running but
no fuel is pumped check fuel supply, emergency fuel
cutoff under the unit, or check for a suction leak in
piping between tank and pump, also, check for broken
or slipping coupling at fuel pump.
329 Overspeed Trip When tripped, fuel is stopped
at the injectors and engine can not be started.
Whenever an engine is found stopped always check over-
speed trip by pulling firmly on the lever (counter-
clockwise) to be sure it is set. See Fig. 5-10, Sec. 5.
330 Battery Field Fuse There is an 80 ampere fuse
in the battery field circuit of each main generator.
Should this fuse be blown no power will be developed
in the unit affected. The battery field fuse is located
on the low voltage panel which is in the electrical con-
trol cabinet and is accessible through a door in the
rear wall of the operating cab, and from inspection
platform in "B'' unit.
331 Running through Water Under ABSOLUTELY
no circumstances should the locomotive pass
through water which is deep enough to touch the bottom
of the traction motor frames. When passing through
- 317 -
water, always go at a very low speed <2 to 3 miles

per hour>. Water any deeper than three inches above
the top of the rails is likely to cause damage to the
traction motors.
332 Operation of F7 Locomotives with

F 3,n,or F 2 Units
In many instances it may be desirable to operate
combinations of FT, F2, F3 and F7 units in a loco-
motive. This is an acceptable practice provided gear
ratios are the same, and will be entirely successful
if the instructions below are followed. No change in
operating technique is necessary except for the con-
ditions listed.
Be very careful when operating F7 units in con-
junction with other units. If the F7 unit is in the lead,
its transition indicator may show perfectly safe load-
ing for the F7, but remember, FT, F2, and F3 units
do not have as high a tonnage rating as the F7 and the
F7 transition indicator will not show an overload on
trailing units. Tonnage will have to be adjusted for
the unit or units with the lowest tonnage rating.
1. Manual transition must be used if all units
are not equipped with automatic transition.
Be sure all transition cutout switches are
set either all in ''automatic'' or all in "manual."
2. Throttle must be reduced to No. 6 po~ition
for 2 to 3 or 3 to 2 transition when operating
in manual transition position.
333 Manual Transition Should it become necessary

to operate with manual transition, the transition
cutout switch marked "Auto-Man" located on the auto-
matic transition panel must be set and pinned in "MAN"
position. The automatic transition panel is the top
panel on the left side of the electrical control cabinet.
Change from automatic to manual transition operation
should not be made when under power.
- 318 -
It is no longer necessary to cut out the automatic

transition on remaining units just because automatic
transition is inoperative on one unit, or if one or more
units are not so equipped; but it WILL be necessary to
operate the transition lever manually, and at the proper
time to effect transition on unit or units in manual
position.
The throttle MUST be reduced to Run 6 BEFORE

making manual transition from 2 to 3 or 3 to 2,
Throttle is again opened to Run 8 after transition has
been made.
334 Locomotive Units with Different Gear Ratios

may be operated together ONLY under certain
conditions. It is _IMPERATIVE that the tonnage be ad-
justed so the unit geared for the HIGHEST speed is
not overloaded by operating below its minimum speed,
and the train MUST NOT be operated at a speed higher
than the top speed of the lowest geared locomotive.
- 319 -
EJ..ECTRICAL EQUIPMENT F7-3-1049
ELECTRICAL CONTROL CABINET
Location Of Panels
A. Voltage Regulator and Starting Contactors

B. Low Voltage
C. Automatic Transition
D. High Voltage Control
E. Reverser
F. Traction Motor and Braking Contactors
G. Dynamic Braking Control
H. Low Voltage Distribution
I. Cam-Switch
Detailed views of equipment on each panel are on

following pages.
NOTES
F7-3-1049 ELECTRICAL EQUIPMENT
Fig. 3-2b - Cab View
Fig. 3-2c - Engine Room View (Left)
- 320 -
El ECTRO-MOTIVE DIVISION e GENERAl MOTORS CORPORATION
ELECTRICAL EQUIPMENT F7-3-1049
Electrical Control Cabinet

Panel A
Voltage Regulator and Starting Contactor Panels
Fig. 3-3
1. Voltage Regulator
2. Engine Room Light Switch
3. Engine Starting Contactors
4. Starting Contactor Interlocks
- 321 -
ElECTRO-MOTIVE DIVISION e GENERAL MOTORS CORPORATION

Panel B
Low Voltage Panel
Fig. 3-4
1. Reverse Current Relay (RCR)
2. VT Relay
3. Signal Relay Resistor (20 ohm)
4. Auxiliary Generator Ammeter
5. Battery Charging Contactor (BC)
6. Battery Field Discharge Resistor (4 ohm)
7. Battery Field Contactor (BF)
8. Parallel Relay (Auto. Transition Type) (PR)
9. No Voltage Relay (NVR)
- 322 -
ELECTRICAL EOWPMENT F7-3-1049

Panel C
Automatic Transition Panel
Fig. 3-5
1. Time Delay Backward Relay (Above Panel)

2. Forward Transition _Relay Resistors
(Two - 10,000-0hm)
3. Forward Transition Relay
4. Time Delay Relay
5. MAN-AUTO Selector Switch
- 323 -
F7-3 -1049 ELECTRICAL EQUIPMENT

Panel D
High Voltage Control Equipment
Fig. 3-6
1. Traction Motor Field Shunting Contactors (M)

2. 4-2000 Olun Wheel Slip Relay Resistors
3. 1-400 Ohm Generator Shunt Field Discharge
Resistor
4. 35 Ohm Resistor (In SH Operating Coil Circuit)
5. Ground Protective Relay Knife Switch (Sealed)
6. Wheel Slip Relays
7. Generator Shunt Field Contactor
- 324 -

Panel E
Reverser
Fig. 3-7
1. Reverser Interlocks (RVR)

2. Reverser Lock Pin (Unlocked Position)
3. Reverser (Shown in Neutral Position)
- 325 -

Panel F
Power and Braking Contactors
Fig. 3-8
1. Braking Contactors (B)
2. Ground Protective Relay (GR)
3. Traction Motor Power Contactors (P and S)
4. Reverser (Side View)
5. Brake Warning Relay (BWR)
- 326 -
ELECTRO-MOTIVE DIVISION e GENE~Al MOTORS CORPORATION

Panel G
Relay Panel
Fig. 3-9
1. Alternator Field Resistor

2. Brake Relay (BR)
3. Air Compressor Relay (CR}
4. Fuel Pump Contactor (FPC}
5. Signal Relay (SR}
6. ER Relay
7. Field Loop Contactor Location - "A" Units Only
- 327 -
~ 1
~ ~tec~c,
Panel H
Distribution Panel
Fig. 3-10
1. Fuse Test Lamp

2. Battery Ammeter
3. Fuse Test Switch
4. Starting Fuse 400A
- 328 -

Panel I
Cam-Switch
Fig. 3-11
1. Auxiliary Cam-Switch
2. Cam-Switch
3. Backward Transition Relays - BTS and BTP
- 329 -
AC Contactor Panel
Fig. 3-12
1. Temperature Control Relay

2. Summer-Winter Switch (SWS)
3. AC Motor Contactors
- 330 -
EI.ECTBTCAI. F7-3-104!
Engine Control and Instrument Panel

Fig. 3-13
1. Isolation Switch
2. Engine "Stop" Button
3. Fuel Pump Motor Switch
4. Engine ''Start" Button
5. Lube Oil Pressure Gauge
6. Fuel Oil Gauge (Tank Level)
7. Lube Oil Suction Gauge
- 331 -
F7-4-649 SYSTEMS
SECTION 4
COOLING, LUBRICATING OIL

AND FUEL OIL SYSTEMS
COOLING SYSTEM
Water is circulated through the engine radiators
and oil coolers by two pumps mounted on the engine.
Cooling air through the radiator is controlled by shutters
and four electrically driven cooling fans. The operation
of the fans and shutters is entirely automatic and under
normal conditions will hold the temperature of the engine
cooling water so that the gauge on the inlet of left water
pump will read in the green area (120" - 190").
In the event of excessive cooling water temperature
the high temperature alarm switch will close causing
a red light to show in the unit affected and the alarm
bells to ring in all units.
400 Operating Water Level Operating water levels

are stenciled on the water tank next to the water
gauge glasses to indicate minimum and maximum water
levels with engine running and stopped. The engine
should never be operated with the water below the low
water level. Progressive lowering of the water in the
gauge glasses indicates a leak in the cooling system
and should be reported.
The system is filled either through the filler pipe
located on the roof of the locomotive above the water
tank, or through the filler pipe at the rear of the unit
on either side.
To fill the system proceed as follows:
1. Stop engine.
2. Open filling level valve "G."
3. Fill slowly until water runs out filling level
pipe at valve "G."
- 400 -
SVSTEMS F7-4-249
4. Close filling level valve "G."

If filling a dry or nearly dry engine also follow
these additional steps:
5. Start engine and run several minutes. This
will eliminate any air pockets in the system.
6. Shut down engine and open valve "G," and wait
3 minutes.
7. Add water until it runs out filling level pipe.
8. Close filling level valve "G."
If the cooling system of a hot engine has been
drained, do not refill immediately with cold water. If
this is done, the sudden change in temperature might
crack or warp the cylinder liners and heads.
CAUTION: 1. Do not attempt to fill the cooling sys-

tem through the drain pipe located un-
derneath the locomotive.
2. The system should not be filled above
the maximum water level indicated on
the water tank.
a. To prevent freezing of radiators in
winter.
b. To prevent loss of rust inhibitor
when draining back to "G" valve
level.
LUBRICATING OIL SYSTEM

Oil under pressure is forced through the engine
for lubrication and piston cooling by the combination
piston cooling and lube oil pump.- Lube oil which falls
into the oil pan is picked up by the scavenging oil pump
and forced through the oil filters and cooler to the oil
strainer housing where it is ready for recirculation by
the oil pump. The excess returns to the oil pan where
it is held until used.
- 401 -
F7-4-1049 SYSTEMS
401 Oil Level The oil level may be checked with

the engine running at any speed and should read
between "low" and "full" on either bayonet gauge <one
on each side of engine). When the engine is stopped
the oil from the filter and cooler will drain back into
the oil pan and the level on the dipstick should show
11
system charged. 11 The mark "system uncharged" is
used by maintenance forces when filling oil pan when
new on filter elements are installed.
402 Adding Oil to System When oil is added to

the system, it must be poured through thP opening
having the square cap on top of the strainer housing.
Should the round caps be removed while the engine is
running, hot oil under pressure will come from the
openings and possibly cause personal injury.
When the engine is stopped, all the oil in the

cooler core chamber will drain into the strainer cham-
ber and then overflow into the engine oil pan, which
will bring the engine oil pan bayonet gauge reading to
"system charged." This level is below the "system un-
charged" level because some oil is trapped in the lube
oil filter, oil lines and engine.
403 Oil Pressure Oil pressure at 800 RPM is nor-

mally 35 to 45 pounds. It should not drop below
20 pounds. At idle the pressure should be at least 6
pounds. <In the event of dangerously low oil pressure
the engines will automatically be stopped).
FUEL OIL SYSTEM

Fuel in each unit is circulated through the in-
jectors by an electric driven fuel pump. Failure of
pump to operate, closed emergency fuel cutoff valve,
or clogged strainer can cause fuel failure - See Sec-
tion 5 of this manual.
- 402 -
SYSTEMS F7-4-1049
404 Filling Fuel Tanks The fuel tanks can be

filled from either side of the locomotive at a
maximum rate of 250 gallons per minute due to baffles
and vents in the tank. Direct reading sight level gauges
located on each side of the fuel tank adjoining the fuel
fillers indicate level of fuel oil starting at 4-1/2" from
the top of the tank and should be observed while filling
the tank to prevent overflowing. The fuel should be
filtered through a reliable fuel filter before it enters
the tank. The fuel capacity of each tank is 1200 gallons.
DO NOT HANDLE FUEL OIL NEAR AN OPEN FLAME.
405 Fuel Gauge located on engine control and instru-
ment panel in engine room is a direct reading, air
operated gauge which indicates quantity of oil in the fuel
tank. The gauge does not show fuel level continuously;
a push-button needle valve directly below the fuel gauge
must be pushed in to get fuel level indication on gauge.
406 EmergencyFueiCutotfValve An "Emer-
gency Fuel Cutoff Valve" is provided to cut off the
fuel supply to the fuel pump in the event of fire, or any
emergency. It is located in the center of the underside
of the fuel tank inside a valve compartment on which is
a sliding cover. On each side of the locomotive, both
"A" and "B" unit, attached to the side skirt, is a small
box with a lift cover. Enclosed in this box is a pull
ring on the end of the cable running to the fuel cutoff
valve. A similar ring is located in the operating cab
of each "A" unit, and one on the engineroom wall at
the governor end of the engine in each "B'' unit.
The fuel cutoff valve can be tripped, and the fuel
cut off by pulling any one of these rings. If tripped, the
valve underneath the fuel tank must be reset manually.
To reset: crawl under locomotive fuel tank, and
slide valve compartment cover to one side. Pull valve
stem out and set yoke in place to hold valve open.
Close valve compartment cover. See Fig. 5-9 - Sec. 5.
- 403 -
F7-5-1049 TROUBLE SHOOTING
SECTION 5
ON- THE- ROAD

TROUBLE-SHOOTING
This section is a reprint of
the original issue of the "On-the-
Road Trouble Shooting" booklet
which has met with much approval
among railroad personnel.
It provides a check list call-

ing the Operator's attention to the
troubles which are most frequently
encountered on the road, and which
can be quickly remedied thereby
eliminating many delays.
No attempt is made to explain

general operation and functions of
equipment on the locomotive. For
such information refer to the first
five sections of this manual.
- 500 -
TROUBLE SHOOTING F7-5-1049
1. WHAT IS NECESSARY TO MAKE THE LOCOMO-

TIVE OPERATE?
The following 13 items are essential: Items (a) to

(d) in the cab from which you are operating and
items (e) to (m) in all units of the locomotive.
a. "PCS OPEN" light must NOT be burning.

(If light is burning see Question 2, Page 505)
Fig. 5-1
b. The control, fuel pump, and generator field but-

tons must be pushed IN in operating cab only.
Switches MUST be out and locked at all other
control stations.
I THREE
BE
Fig. 5-2
- 501 -
c. The engineman's reverse lever must be in the

forward or reverse position and transition lever
in No. 1 position.
d. All the brakes must be released.
e. All switches in each distribution panel must be

closed (Fig. 5-3).
THE FUSES MARKED "X" SHOULD BE TESTED TO BE SURE THEY ARE GOOD.
IF THIS AMMETER SHOWS A DISCHARGE WHEN ENGINE IS RUNNING, CHECK AUX.

GEN. CHARGING FUSE (FIG. 5-8, PAuE 505).
D
R
THE
READ
Fig. 5-3
f. There must be approximately 80 pounds of

control air pressure on the gauge next to each
distribution panel. (If no pressure or incorrect
pressure, see Question 10, Page 510.)
- 502 -
g. Fuel pumps in all units must be running and

fuel flowing through sight glasses. (If not refer
to Questions 5 & 6 on Pages 506 & 507.)
FUEL BE
MG
TH -
BUT
THE
Fig. 5-4
h. The engines must be running.

(If stopped refer to Question 7,
i. The isolation switches must be in position.
_L---- READ FUEL GAUGE

BE
GET FUEL RUN.
THE HANDLE
BE
Fig. 5-5
- 503 -
F7·5-1049 TROUBLE SHOOTING
j. The ground protective relays must be set.

(If tripped to red dot refer to Question 9,
Page 510.)
HAND WILL POINT TO YELLOW DOT
IF RELAY IS PROPERLY SET.
Fig. 5-6
k. The starting contactors must NOT be stuck closed.
BE
BE
- 504 -
TROUBLE SHOO!ING F7-5-1049
1. Battery field fuses in all units must be good.
THIS IS AMP. F FUSE
Fig. 5-8
m. Be sure that all hand brakes are fully released,
2. CAN I MAKE THE OPEN" LIGHT GO OUT?
The "PCS Open" light is caused to burn only by an

emergency or a penalty application of the brakes.
By a penalty application, we mean one caused by
removing your foot from the safety control foot
pedal, overspeeding the locomotive, or application
caused by train control devices.
- 505 -
F7-5-1049 TROUBLE SHOOTm·G
To get the light to go out, a good procedure is to

be sure the throttle is in "idle" position and then
take whatever steps are necessary to fully release
the automatic brake.
If the brakes are applied in "Service," the brake

valve may be placed in lap and left there until the
light goes out. If there has been an emergency
application, the brake valve must be lapped and
then moved to running position before the light will
go out.
3. IF I DO NOT GET THE "PCS OPEN" LIGHT TO

GO OUT WHAT WILL HAPPEN?
Engines will idle for about five minutes, but after

that the engines may stop for lack of fuel since
when the "PCS Open" light is burning all the fuel
pumps in the locomotive are stopped.
4. IF AN ENGINE STOPS WHEN THE "PCS OPEN"

LIGHT IS BURNING: WILL THE BLUE LIGHT COME
ON AND THE ALARM BELLS RING?
No.
5. IF THE FUEL PUMP IS NOT RUNNING WHAT CAN

BE DONE?
Check other pumps in the locomotive to see if they

are running. If all the fuel pumps are stopped,
check the items shown on Figures 5-l, 5-2 and 5-3
in this section.
If only the fuel pump in one unit is stopped, be

sure the switch on the engine control panel (Fig. 5-5)
is turned on and the control and fuel pump motor
fuses in that unit (see Fig. 5-3) are O.K.
- 506 -
6. IF THE FUEL PUMP IS RUNNING BUT FUEL

DOES Nai' SHOW IN THE FUEL RETURN SIGHT
GLASS (Fig. 5-4) WHAT CAN BE DONE?
If fuel is flowing in the other glass (45 pound)

next to the return sight glass, the fuel filters
are clogged and nothing can be done on the road.
If no fuel is flowing in either glass, check fuel

supply in tank; check to see that the emergency
fuel cutoff valve under the locomotive fuel tank
has not been tripped (see Fig. 5-9). If this valve
is properly set the suction strainers may be clogged
and if tools are available, the Wastex may be re-
moved and the filter element replaced without any
Wastex.
FUEL TANK SUMP
Fig. 5-9
- 507 -
7. IFIFINDANENGINE STOPPED WHAT SHALL IDO?
Pull the isolation switch handle up into "START"

position (Fig. 5-5). Make certain the switches on
the distribution panel in this unit are closed and
the fuses good (Fig. 5-3).
Then be sure fuel pump switch is "ON" (Fig. 5-5),
and check the fuel return sight glass for a good
flow of fuel (Fig. 5-4).
Look at the overspeed trip lever and move it counter-
clockwise to be sure it is "set" (Fig. 5-10).
-,
: :;
' \ !.
' : \
' -- ..
) \:
/
Fig.
Be sure the low oil pressure trip button on the
governor is pushed in so the red part of the shaft
is not showing (Fig. 5-11).
Hold the layshaft part way open and start the engine
by pressing on the "START" button. Check the ground
rotective relay (Fig. 5-6) and the starting contactors
Fig. 5-7 and then put the isolation switch down in
- 508 -
"Run" position, if engine throttle is in #2 position

or lower. If throttle is in #3 position or higher,
hold back on layshaft lever to prevent surge in
engine speed.
EN& I NE GOVERNOR
\
p 6
TRIP BUTTON
Fig. 5-11
- -
GENERAL MOTORS CORPORATION
8. HOW CAN I TELL IF AN ENGINE IS PUTTING OUT

POWER?
When the engineer has the throttle in Run 8 pulling a

train, the plate on the governor should appear as in
Fig. 5-11. If the right hand scale does not read 8 but
reads idle, the isolation switch may not be in "RUN"
or the ground protective relay may be tripped. If the
right hand scale shows 8 but the number on the left
hand scale reads 8 to 10, the engine is not loaded and
there is probably electrical trouble. Check the bat-
tery field fuse; it may be blown <See Fig. 5-Sl or the
control air <Fig. 5-3! may be low.
If this does not correct the condition, have the engineer

reduce the throttle to "idle" momentarily and then
return it to Run 8 and check the scales on the gover-
nor plate again.
9. HOW IS GROUND PROTECTIVE RELAY SET?
Isolate the engine, press on ground protective relay

set button <Fig. 5-6l, then place isolation switch firmly
in "RUN" position. If ground protective relay continues
to trip, isolate engine and shut down.
10. HOW CAN I GET CONTROL AIR PRESSURE ON

GAUGE?
Control air pressure may be shut off at piping to con-

trol air regulator, the regulator may be set too low
(turn knob on top clockwise to raise pressure!, or air
may be shut off at valve in control cabinet. Control
air comes from main reservoir so main reservoir
pressure must be up. Pressure on gauge should be
at least 70 pounds. Control air pressure as high as
main reservoir is acceptable in an emergency. The
correct setting is 80 pounds.
"Run" position, if engine throttle is in #2 position

or lower. If throttle is in #3 position or higher,
hold back on layshaft lever to prevent surge in
engine speed.
EN& INE GOVERNOR
PUSH
Fig. 5-11
- -
e GENERAL MOTORS CORPORATION
8. HOW CAN I TELL IF AN ENGINE IS PUTTING OUT

POWER?
When the engineer has the throttle in Run 8 pulling a

train, the plate on the governor should appear as in
Fig. 5-11. If the right hand scale does not read 8 but
reads idle, the isolation switch may not be in "RUN"
or the ground protective relay may be tripped. If the
right hand scale shows 8 but the number on the left
hand scale reads 8 to 10, the engine is not loaded and
there is probably electrical trouble. Check the bat-
tery field fuse; it may be blown (See Fig. 5-81 or the
control air (Fig. 5-31 may be low.
If this does not correct the condition, have the engineer

reduce the throttle to "idle" momentarily and then
return it to Run 8 and check the scales on the gover-
nor plate again.
9. HOW IS GROUND PROTECTIVE RELAY SET?
Isolate the engine, press on ground protective relay

set button <Fig. 5-61, then place isolation switch firmly
in "RUN" position. If ground protective relay continues
to trip, isolate engine and shut down.
10. HOW CAN I GET CONTROL Affi PRESSURE ON

GAUGE?
Control air pressure may be shut off at piping to con-

trol air regulator, the regulator may be set too low
<turn knob on top clockwise to raise pressure>, or air
may be shut off at valve in control cabinet. Control
air comes from main reservoir so main reservoir
pressure must be up. Pressure on gauge should be
at least 70 pounds. Control air pressure as high as
main reservoir is acceptable in an emergency. The
correct setting is 80 pounds.
- 510 -
m
TROUBLE CHART m
()
( Indicates Possible Cause of Trouble)
Engine Engine Goes to Idle Generator Unloads m

Overspeed Trip -
<
PC Tripped (All stop eventually) (All Engines)
Wheel - - - _ z
Ground Protective Relay - - (Run 5 or 6 Only) - -
Emergency Fuel Cut-Off - - (Engine stops eventually)
Low Oil Pressure or m
High Oil - - - - - z
m
Isolation - - ---- -- ___

Fuses in Control Circuit - - (All engines stop eventually) - --
No AC Voltage - - - - - 5 or 6 Only) - - - - (Blue Light)
Interlocks in Control Circuit - - -
()
Loss of Control Air - - - -' - -
Throttle - Emergency Engines)
Jumper Cable - - - - - - - - - - - - - - - - - - - - -
Note: Blue Light Either Alternator Failure or Engine z
- m
2.
->
-
-
21. - lA
ou
- -
E
-
tl.
- ou -
On
-
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GENERAL
General Arrangement, Drains and Fillers - "A" Unit

Chart A - Part 2
f
r..a Tulr. ..,, .. , Dnla Vah'rl - 8otlr. Sldn I• m
I. Hom t'A' Ull!tzl 0!1.1)'1 11. A11&1U.ry GnJntar SS. r-
-
2. Drum~" Dnlw Gr1da ullll Blow•n II....ta Gnerator ud Ahenwor 1'-* Srlllllp m
l, CooUac F111 ... li&gl:or
v,., W'l.lb Flame Ar"""lor
lt. . . . llt-M'JBI!!IIfllle H. n.ITafllr. SampDraUI Plill- LDTilllll ~~~
4. Air lalU.e lor GrtU &lid E/WIIW floolll JO. ~I Ta.alt n. f'WI TUII! Dtl.ill Plu1 - Ia BoCIOIII Ill Toll la111p ~
"'0
~- Air Lnbb ud Srlo!U.n :tll,h•IPU.. r - &nctlSJdooai.DSidfllkln
._.be
J:l, "-dLatar, COCIU..
II. Carbodr Air Fillers U. OU CoolPr iZ·l/:ll""lPIIJ
1, BaU.ry 8o• - DoUa SJ4u Uadu C;~rtoady 23. i._.s Jbop ... ,., .. H. Ellea. !IV111p Dtl Dnla - Litlt &de, Val..,. &lid
I:.P•
I.MalftAtr~l""olr
II. J\11! Tank G;flllll - DaO!. Sldn Ill 8W. Skirts
24..
U, ~
Coe~trol ud lut111-•t Pufl
Coolln& W:ot.,. ,.. ...
Onla Ulldn Cu!:lody
40. I..Mbit 011 Fllllr ~
0
....
10. hd Tar* - Urdu Carbod:y 2f.l.ube01o1FIIter ,I. EIIC*M Wa,.r Dnla- Ulldu Ca~. Valve Inawt.
11. Emerw:-l' ~I C"otf Pu.U R1IIJ.. 0.. ~ILI.ri,IINI 4 J1. llwlll'l QIMntDI' Water Sclft. .ltr c.....,
•*•
aldl of t.t tank, both fll. aalt. Oae pull
rlfl& '" aptnta,. ub. rA" U•n.~ Ontrl
E~~~e....-cr Fuel ~toef PloU ftt.,. a.. sllll1, .,,.
21. ltlol;;un O..ntor - 1100 Lb. CIPICLtp
n. &.am ae-utor w,aer TIUIII: - 200 GIL Tanll
1111!1 1800 Lb. Ilea• C..ntu
U. E..P111t OU Stnwr Dnla- Lell a ... u.a.r Car·
boiJ, VaM IllUde Cartlody
U. Roof Water P"lller \I:"'IMI - On Rom" CJI Car
<
m
a..r.oft... tta'*boUI•~' Oil lllllL On. nne SO. Air Bn.k• l:qr;a.lplllftl ("8' Ullita Dilly) aboft £11f1M COCII... W.ttn Taa
a.,.,., 0
<
aa leU •"'PM tooa wall o..-lte n.dM a:-er· 31, Go!-niOI' Wa&e>r Tu.ll lor Llll"'• llnlllo -44. 91UIII GnleralOr W~llr T.t. Filkor - 8oth S1U•
nor. CB" l!alta Only) ~nton - JZOO GaL f'B. u ..... O..ly\ lllllhf C..naty .tl Rt&r af Car 1200 Uld 300
ll.
13.
Tnc-11"" Mll'W>r BJc,..,
Elt'Ctrlul Coootrol Calnnn
31.. SUd Bm. ud FlUtr - T-o • Eadl &me cl Car
33. llllnery Cbar~ClfW RH.,..cle- t.tt SI.S. O..lr
GaL T ..b Oll.ly)
<1$. E..,a.,e W•lllr Ftlllt - Both S1drs U11d1tt Catbody iii
U. AlrCmapna.ao.r '"· E,..U.1t A.lr Boa Dn111 - BoUa Sldu Uader Cu· •t tb'ar"' car
6
U. Mud Bralll body, Vahtu 11 Eaello St4l ol Enf:U.• Uftller Oil 46. 81111111 G-t11.ar Wololltt Taalt Fll.. r - Both llele•
z
....
18. a.... ,,.,, lllawtor hll Haldlalr Conn~ Noe, 1 a.t U - 12011 Gal. Tallll. 1"8" Un..tl8 Only\
•
(i'l
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VI
8...,
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~
6
z
General Arrangement, Drains and Fillers - ''B" Unit

Chart B - Part 2
NOTES
F7-6-1049 STEAM GENERATOR
SECTION 6
STEAM GENERATOR
OK-4630, OK-4625, OK-4616
INTRODUCTION
The instructions contained in this section are for

the guidance of personnel engaged in the operation of
OK series steam generators. A general description of
the steam generator is given, the operating technique
is outlined and a trouble shooting section is provided
for the operator.
The symbol number after each device mentioned

in the text refers to the schematic operating chart at
the end of this section. The numbers are used to
facilitate identification of the various devices.
The chart shows the various controls and devices

on the OK series of steam generators and outlines the
flow of fuel, water and steam.
DESCRIPTION
Steam generators of the 4630 series have a rated

capacity of 3000 pounds of water evaporation per hour;
4625 steam generators have a rated evaporative capac-
ity of 2500 pounds per hour; and 4616 steam generators
have a capacity of 1600 pounds per hour. Operation is
completely automatic after the steam generator is
started, and full operating steam pressure is reached
within a few minutes.
The steam generating part of the unit consists

of three sets of coiled water tubing, nested and con-
nected in series to form a single tube several hundred
feet long. Water is pumped into the coil inlet and con-
- 600 -
Fig. 6-1 OK-4360 Vapor-Clarkson Steam Generator
- 601 -
verted to steam as it progresses through the coils.

Heat is furnished by the combustion of diesel fuel oil,
which is sprayed by compressed air through the atom-
izing nozzle in the fuel spray head-105 into the firepot
above the coils. Here the fine oil spray mixes with
air supplied by the blower-202, and is ignited by a
continuous electric spark-220. The fire and hot gases
flow, first downward, then outward through the nest
of coils.
The supply of fuel is regulated to evaporate 90%
to 95% of the water pumped through the coils. The
excess water flushes scale and sludge from the coils
and is carried over with the steam into the steam
separator-221, where the water and sludge are re-
moved before the steam flows into the trainline.
The excess water collects in the bottom of the
steam separator. Water above the level of the return
outlet flows out through a steam trap-223 and through
the heat exchanger-213, where it gives up its heat to
the incoming feed water. From the heat exchanger
the return water flows through return water flow in-
dicator-218 back to the water supply tank-232.
The motor converter-215 drives the blower-202,
water pump-230 and fuel pump-209 at a constant speed.
The water by-pass regulator-111 automatically controls
steam generator output by regulating the amount of
water fed to the coils. Before entering the coils, the
water passes through servo-fuel control-lOB, which ad-
mits fuel to the spray nozzle in direct proportion to
the amount of water entering the coils. The servo-fuel
control also adjusts the damper-203 to admit the proper
amount of air for efficient combustion of the fuel.
The trainline steam pressure is regulated by ad-
justing the handwheel on the water by-pass regulator-
111. The length of train and the weather conditions
determine the setting.
- 602 -
STEAM GENERATOR F7-6-1049
BEFORE STARTING
On OK models, the valves designated by odd

numbers must be OPEN during normal operation of
the steam generator. Valves designated by even num-
vers must be CLOSED during normal operation of the
steam generator. Normally open valves are fitted
with a cross type handle; normally closed valves are
fitted with the standard round handle.
1. Make certain that the following valves are OPEN:
Atomizing Air Shutoff Valve-1

Coil Shutoff Valve-3
Return Water Outlet Valve-9
Steam Admission Valve-~1 to Trainline Pressure
Gauge-224
Steam Admission Valve-13 to Water By-Pass Regu-
lator-Ill
Three-Way Washout Valve-17
Water By-Pass Regulator Shutoff Valve-19
Water Supply Stop Valve-21
2. Be sure that the following valves are CLOSED:
Coil Blowdown Valve-2

Layover Connection Shutoff Valve-6
Manual Water By-Pass Valve-8
Steam Admission Vdve-10 to Radiation-217
Washout Inlet Valves-14 and 16
Water Pump Test Valve-18
Water Drain Valves-20 and 22
3. See that both the overload reset button-106 and the

stack switch-109 reset button are "in." The over-
load reset button is located inside the control
panel on the magnetic overload relay.
- 603 -
TO FILL
1. Open the atomizing atr shutoff valve-1 and fill-test

valve-4; latch open the separator blowdown valve-12
to drain the steam sep-
arator. Close the separa-
tor blowdown valve when
the separator is com-
pletely drained.
2. Close the main switch and

turn the control switch -102
to FILL.
3. While the coils are ftlling

see that spark-220 is avail-
able for ignition. Check
ALL valves.
4. When water discharges

from the fill-test valve-4
turn the control switch-102
to OFF and close the !HI-
test valve.
NOTE: If the coils are empty

It will take about five min- Steam Separator on
utes to fill the steam gen- OK-4630
erator with water. Fig. 6-2
TO START
CAUTION: Do not start the steam generator unless the

coils are filled.
1. Latch open the separator blowdown valve-12 and

turn the control switch-102 to RUN. (For easy
starting, be sure the control switch has been· OFF
- 604 -
STEAM GENERATOR F7- 6-1049
long enough for the motor to come to a full stop.)
2. Close the separator blowdown valve when the gen-

erator steam pressure gauge-212 registers 50 lbs.
3. Open the separator blowdown valve several times

for three to five second intervals during the first
few minutes of operation.
4. Set the water by-pass regulator-Ill to the required

trainline pressure.
5. After the trainline is coupled, open the remote

control trainline shutoff valve-7 by depressing the
reset lever-7a. Then open the stop and check
valve-15.
NOTES:
1. Check the return water flow after the steam gen-
erator has settled down to a steady output. On
3000 lb. units the return water flow indicator-218
should cycle from 4 to 12 times a minute; on
2500 lb. units it should cycle from 4 to 10 times
a minute; and on 1600 lb. units frc.m 4 to 8 times
a minute.
2. If the steam generator does not

start or function properly, check
all valves to see that they are
open or closed as indicated in
the operation chart.
3. The steam generator should come
up to full operating pressure in
one or two minutes; it may take
Return Water 10 to 15 minutes to build up the
Flow Indicator required operating steam pres-
Fig. 6- 3 sure in the trainline.
- 605 -
ELECTRO-MOTIVE DIVISION e GENERA L MOTORS CORPORATION
RUNNING ATTENTION
1. Open the separator blowdown valve-12 for five

seconds at least once every hour.
2. Turn the handle on the fuel filter-206 during stops.

At the same time, turn the handle on the treatment
injector filter-225, where this method of water
treatment is used.
TO SHUT DOWN THE STEAM GENERATOR
For short stops it is only necessary to close the

stop and check valve-15. The fire will cycle and
maintain operating pressure in the steam generator.
For terminal stops, proceed as follows:
1. Close the stop and check valve-15 and the remote

control trainline shutoff valve-7.
2. Set the water by-pass regulator-Ill to maximum

output. When the generator steam pressure gauge-
212 registers 200 lbs. turn the control switch-102
to OFF.
3. Open the coil blow-
down valve-2. When
the generator pres-
sure drops to 75 lbs.
close the valve.
4. Open the separator
blowdown valve-12
and blow down the
steam separator- 221
with the remaining
pressure. Close the Coil Blowdown Valve
separator blowdown OK-4630
valve. Fig. 6- 4
- 606 -
5. Fill the coils with water.
6. Close the atomizing air shutoff valve-1 and open

the main switch.
NOTE: When starting, do not omit draining the steam

separator, opening the fill-test valve, and again
filling the steam generator with water. If the
coils are already full, it will only take a
moment for water to discharge from the fill-
test valve.
FREEZING WEATHER PRECAUTIONS
The inlet valve-10 to the radiation-217 should be

opened when operating during severe weather.
If a locomotive with a multiple installation does

not have all of its steam generators in operation, open
the coil blowdown valve-2, the layover connection shut-
off valve-6 and the inlet valve-10 to the radiation on
idle steam generators.
CAUTION: Layover connection shutoff valve-6 must be

closed when trainline shutoff valve-7 is
closed to cut a car out of a train.
If a locomotive is left standing out of service,

operate one of the steam generators or make a con-
nection to the yard steam line. In extremely cold
weather the water pump-230 and steam generator con-
trols should be given additional protection against
freezing.
If no steam at all is available, thoroughly drain

the steam generator. Open the drain valves-20 and 22,
- 607 -
F7-6-1049 ST EAM GENERATOR
the water pump test valve-18, the coil blowdown valve-2,

the separator blowdown valve-12 and the coil shutoff
valve-3. Break the pipe connections where necessary
to completely drain the piping. Turn the water pump
by hand to clear it of water, or blow it out with
compressed air. Remove the cover of the water trea~
ment or water strainer tank-234 and make sure it is
drained.
TROUBLE SHOOTING
U one of the protective switches (magnetic over-

load relay, coil blowdQwn valve switch, stack switch
high temperature contacts or low temperature contacts)
operates to shut down the steam generator , the alarm
will ring and the 'boiler off' signal will flash on the
remote control panel.
Turn the control switch-102 to OFF and use the

followtng instructions as a guide in locating the trouble.
Control Panel on OK-4630

Fig. 6- 5
- 608 -
Motor and Burner Shut Down During Operation
1. Blown fuses: The alarm will not ring and the in-
strument lights will go out. The main fuse (or
circuit breaker) is generally located in the low
voltage cabinet of the locomotive. Check this fuse,
and check the control fuses in the steam generator
control cabinet. A test lamp and fuse clips wired
inside the control cabinet may be used to check
the fuses.
2. Overload reset button-106 "out:" The alarm will

ring; the Instrument lights will remain on. Turn
the control switch-102 OFF: check for hot blower-
202 or water pump-230 bearings and for poorly
adjusted pulley belts. Check the setting of the belt
tension adjuster. Push the overload reset button "in."
3. Stack switch•109 reset button "out:" The high tem-

perature contacts in the stack switch are open;
the alarm will ring and the instrument lights will
remain on. Turn
the control switch-
102 to OFF; open
the separator blow-
down valve-12 and
drain thesteam sep-
arator-221. Close
the separator blow-
down valve, push in
the stack switch re-
set button, refill the
coils with water, and
then start the steam
generator.
Stack Switch 4. Coil blowdown valve-

Fig. 6-6 2 partially open:
- 609 -
The alarm will ring, the instrument lights will

remain on. Be sure the locking pin on the coil
blowdown valve handle is properly seated in the
closed position.
Motor Starts But Burner Does Not
If the fire fails to light, the low temperature

contacts on the stack switch-109 will not close, and
after a 45 second time delay the outfire relay will
open the circuit to shut down the steam generator. The
alarm will ring and the instrument lights will remain
on. Turn the control switch-102 OFF and check the
following list for possible causes for the burner failure.
1. Ignition failure: Turn control switch to RUN-no

spark visible through the peep hole glass, or spark
is of low intensity. If an ignition fuse is blown or
if the current flow is broken for any other reason,
the ammeter in the ignition circuit registers zero
when the ammeter test button is pressed in. If
the ammeter registers below normal, the spark
plug electrodes are dirty or too far apart. If the
ammeter registers above normal the electrodes
are too close together, or the ignition circuit is
grounded.
Check the ignition fuses-use the test lamp and

clips installed in the control cabinet for that pur-
pose. Tighten loose cable connections and replace
chafed or broken wire which may be breaking or
grounding the circuit.
2. Low atomizing air pressure-201: The air switch-

101 opens and breaks the circuit to the fuel solenoid
valve-104, which then stops the flow of fuel to the
sprayhead-105.
- 610 -
Be sure the air admission valve is fully open.

Clean the strainer screen in the atomizing air line
and drain the atomizing air pressure regulator-100.
If the low atomizing air pressure persists, tighten
the adjusting screw at the top of the air pressure
regulator to increase the atomizing pressure.
3. Low fuel manifold pressure-208: Turn the handle

on the suction line fuel filter-206 several times.
A slight suction leak may cause the manifold pres-
sure to build up slowly; put the control switch-102
on FILL to bleed the fuel line and bring the man-
ifold pressure up to normal.
4. Low fuel nozzle pressure-207: Lack of water causes

the servo fuel control-lOS to limit the supply of
fuel entering the nozzle.
(If the water supply is
almost completely stopped,
the cam plate may come
down far enough to actuate
the cutout switch on the
servo and close the fuel
solenCJid valve-104.)
Be sure that the pump,

belts have proper tension,
the water pump test valve-
18 is closed, the cover on
the water treatment or
strainer tank-234 is tight,
the three -way washout
valve-17 is fully open, and
that the drain valves-20
and 22 are tightly closed.
Feed Water Controls
OK-4630 Open and close the
Fig. 6-7 water by-pass regulator-
- 611 -
111 adjusting handle several times to free the regu-

lator from possible sediment. If the water pressure
gauge-229 still registers low, close the water by-pass
regulfitor shutoff valve-19. This closes the water by-
pass line and permits all of the feed water to flow
to the servo-fuel control-lOB; the steam generator will
start at once if the by-pass regulator is causing the
trouble. Set and manually regulate the trainline steam
pressure by adjusting the manual water by-pass valve-B.
High feed water temperature or leaky water line

connections may cause the water pump-230 to become
air or vapor bound. Violent fluctuation of the water
pressure gauge needle indicates this condition. Tighten
leaky water line connections and bleed the line by
opening the water pump test valve-lB. Allow wate.r to
flow from this valve until no air or vapor bubbles are
evident in the water.
Irregular Trainline Pressure
1. Burner cycles off and on: Insufficient water delivery

causes the steam generator to run in superheat;
the steam temperature limit control-110 operates
to protect the coils against overheating. Check the
water pump output as instructed in the preceding
paragraphs.
2. Safety valves blow: Shut down the steam generator.

Lower the trainline pressure setting on the adjust-
ing handle of the water by-pass regulator-111 and
start the steam generator again. If the safety
valves-107 continue to pop, close the water by-pass
regulator shutoff valve-19 and manually regulate
the trainline steam pressure by opening and ad-
justing the manual water by-pass valve-B.
- 612 -
REMOTE CONTROL EQUIPMENT
The remote control panel ts located on the fire-

man's side of the locomotive cab. Mounted on it are
a master switch to make the panel operative, and
push-button switches to operate the separator blowdown
valve-12 and the remote control tratnline shutoff valve-
7. Three warning lights are mounted on the panel and
connected to the alarm circuit of the locomotive. The
lights are marked "boiler off," "hot engine" and "low
oil." A trainline steam pressure gauge is mounted on
the panel.
A soot blower switch is also provided. It is to

be used only when a steam generator of the CFK type
is included in the installation.
The remote control trainline shutoff valve-7 can

be closed from the cab; it must be opened manually,
however. Depress the reset lever-7a on the trainline
shutoff valve-7 to the position marked "open."
SWITCH SWITCH
Remote Control Panel

Fig. 6-8
- 613 -
ITEMS TO REPORT
1. Water pressure greater than 450 pounds at any time.

2. Excessive stack temperature.
3. Fluctuation of the fuel manifold pressure.
4. Frequent cycling of the burner.
5. Water flow indicator not cycling.
6. Water by-pass regulator inoperative.
7. Faulty operation of the steam generator for any
reason.
- 614 -
,...
a"'
STEAM GENERATOR OPERATION CHART m
TYPES OK-4630, OK-4625, OK-4616
100. Atomizing Air Pressure Regulator 203. Damper 220. Spark Plugs
101. Atomizing Alr SWitch 204. Fuel FUter (Fuel pressure Une) 221. Steam Separator 0
102. Control Switch 205. Fuel Filter (Servo actuating line) 222. Steam Trap (Radiation) ~
103. Fuel Pressure Regulator 206. Fuel Ftlter (Suction line) 223. Steam Trap (Return water line) 0
207. Fuel Nozzle Pressure Gauge ....
104.
105.
Fuel Solenoid Valve
Fuel Spray Head 208. Fuel Pressure Gauge (At fuel pressure regulator)
224.
225.
Tratnllne Steam Pressure Gauge
Treatment Injector Filter <
m
106. Overload Reset Button, Motor 209. Fuel Pump 226. Treatment Injector Gauge
0
107.
108.
Safety Valves
Servo-Fuel Control and SWitch
210.
211.
Fuel Strainer
Fuel Tank
227.
228.
Washout Solutton Inlet
Washout Solution Outlet <
v;
109. Stack Switch 212. Generator Steam Pressure Gauge 229. Water Pressure Gauge
110. Steam Temperature Limit Control 213. Heat Exchanger 230. Water Pump 6z
111. Water By-Pass Regulator and Switch 214. Ignitlon Transformer 231. Water Strainer Manifold
•
112. Water Pressure Reller Valve 215. Motor Converter 232. Water Tank
216. 011 Ftller Cap 233. Water Treatment Injector Pump
200. Atomizing Air Strainer 217. RadlaUon 234. Water Treatment Tank {Strainer tank only
201. Atomizing Air Pressure Gauge 218. Return Water Flow Indicator U injector system is used)
202. Blower 219. Return Water Strainer (j)
m
z
m
VALVES The following valves must be CLOSED during The following valves must be OPEN during normal "'
>
r-
normal operation of the steam generator: operation of the steam generator:
Valves designated by odd numbers ;::
must be OPEN during normal
operation of the steam generator.
2. Coil Slowdown Valve and Switch
4. Ftll-Test Valve
1. Atomizing Air Shutoff Valve Q
Valves designated by !!!!!. numbers
3. Con Shutoff Valve 0
6. Layover Connection Shutoff Valve
"'"'
7. Remove Control Tratnllne Shutoff Valve
must be CLOSED during normal 8. Manual Water By-Pass Valve 7a. Reset Lever
operation or the steam generator. 10. Steam Ad miss ton Valve to Radiation {Open 9. Return Water OuUet Valve ()
Normally open valves are fitted in cold weather) 11. Steam Admission Valve to Tratnllne Pressure Gauge 0
with a cross type handle, normally
closed valves are fitted with the
12. Steilm Separator Blowdown Valve
14. Washout Inlet Valve
13.
15.
Steam Admission Valve to Water By-Pass Regulator
Slop and Check Valve
"'0
standard round handle. These des-
ignations apply only to the OK
16. Washout Inlet Valve
18. Water Pump Test Valve
17.
19.
Three-Way Washwt Valve
Water By-Pass Regulator Shutoff Valve
"'
~
series steam generators. 20. Water Suction Line Drain Valve
22. Water Treatment Tank Drain Valve
21. Water Supply Stop Valve 6z
STEAM GENERATOR TROUBLE SHOOTING CHART I~ ~
m
()
0 .....
Symptoms Cause of Trouble Remedy
c::: "'
til 0
t"' i:::
Panel lights do not light; Main battery switch "OPEN" Close t'l 0
::!
bell does not ring Auxiliary generator switch "OPEN" en <
(Control switch "OFF" :::c m
100 amp. boiler fuse (2) blown (distribution panel) Test and replace 0 0
Main boiler switch "ON) 0 ~
6""
10 amp. control fuse (2) blown (boiler panel) Test and replace ~
Motor does not run (control Stack switch tripped Re-set

2C'l z
switch "FILL," bell rings)
Motor overload tripped Re-set
•
....
(l)
-::1
Coil blowdown valve ''OPEN" Close
(jl
m
Motor runs, no strong flow Water tank empty Fill z
of water from water pump m
test valve
Valve on suction line closed (on line to treatment
tank)
Open "'
>
r-
;:::
Drain valve on suction line or treatment tank open Close 0.....
0
Top of treatment tank not tight Re-set and tighter.
"'""
Treatment tank strainer clogged Clean ()
0
Water in storage tank too hot Make sure steam "'! ..,
"'
heat valve to
-::1 0
"'
I
water tank is
(l)
I >
.....
closed (l)
6
~
tD z
m
,....
STEAM GENERATOR TROUBLE SHOOTING CHART (CONT'D) "l
-'1 m
Symptoms Cause of Trouble Remedy
I
0> ....
()
Repair
I
0> "'0
Wires from electrodes to transformer
Motor runs, no spark
at electrodes broken or grounding "'co" ~
0
....
Terminals loose on transformer Tighten <
m
0
Gap between electrodes too wide Reduce gap (should be 3/16 ") <
Vi
10 amp. ignition fuse (2 on boiler Test and replace 6
z
panel) blown
•
...
0>
CD
Motor runs, fire does
not light "Run"
Atomizing air valve closed
Motor not allowed to stop before

Open
Turn ''fill" briefly, then to "off. "

(j\
m
z
turning switch to run After motor has stopped and m
servo control is all the way >-3 "'
>
r-
Electrodes not properly adjusted

down, turn to "Run"
Adjust. Report to maintenance.
elc: ;:::
0
....
tp 0
"'"'()
t"'
Nozzle not properly adjusted Adjust. Report to maintenance. ttl
Reset stack switch, refill coils, en 0
Generator shuts off, Stack switch tripped ::z: ...,
bell rings start steam generator, and set 0 0"'
0
water by -pass regulator at >-3 "'
>
_,
slightly lower pressure. Report
to maintenance.
2
0
6
z
STEAM GENERATOR TROUBLE SHOOTING CHART (CONT'D) ...,:) ~
::tJ m
Symptoms Cause of Trouble Remedy 0 Q
c c;:>"'
Ill
Generator shuts off, Motor overload relay trips, shutting Reset overload relay, refill t" s:
down generator coils and start steam gener- t'l 0
--<
ator. Report to maintenance. (Jl
::I:
<
m
Generator runs, Lack of air, dirty coils Set water by-pass regulator 0 0
dome gets hot back 10 to 15 lbs. Report to Q ~

Vl
maintenance. 2
0
6
z
...
a>
Generator runs but
no water returns
through water flow
Valve in return line from separator
closed
Open
•
<0 (j)
indicator Return water strainer clogged Clean m
z
m
Steam too dry Report to maintenance "',....>
Generator runs but Steam admission valve closed Open
s:
0
--<
trainline pressure 0
cannot be controlled Water admission valve closed Open "'
Vl
by water by-pass ()
regulator Defective water by-pass regulator Close water shutoff valve to 0
">j ~
water by-pass regulator, use -.1 0
manual by-pass valve to con- I
a> >
"'
trol pressure. Report to I --<
a> -
maintenance. "'"
<0 0z
F7- 6A-1149 STEAM GENERATOR
SECTION 6-A
STEAM GENERATOR
ELESCO TYPE
INTRODUCTION
The instructions contained in this section are for

the guidance of personnel engaged in the operation of
Elesco steam generators. A general description of the
steam generator is given, the operating technique is
outlined and a trouble shooting section is provided for
the operator.
The numbers in parentheses are identified in the

numerical listing at the end of the section. Some of
these items are illustrated in this section, however
some of the reference numbers not illustrated will be
found on the schematic chart mounted on the locomo-
tive close to the steam generator.
DESCRIPTION
The Elesco steam generators have a rated capacity

of 2300 and 3000 lbs. of water evaporation per hour.
Operation is completely automatic after the steam gen-
erator is started, and full operating steam pressure is
reached within a few minutes. The steam generator
operates on the forced recirculation principle and.
therefore, is not dependent upon natural circulation.
A small hot water circulating pump, close-coupled to
an electric motor, forces the hot water which is con-
tained in the system at steam temperature through the
elements of the generator. While the generator is in
operation, the quantity of water circulated is constant,
regardless of steam output. At maximum capacity, the
quantity of water circulated is approximately ten times
- 600A -
~---- 32
33
.it:==-4-- _;...__ 34
~!!!!:-!-- 35
37
Fig. 6-1 - Steam Generator - Top And Side Views
- 601A -
ElfCTRO·MOTIVE DIVISION e GENER!\l MOTORS CORPOR!\TION
F7-6A-1149 STEAM GENERATOR
58 89 V1 68 84 98
$0
17
L--~:--- 16
~-~"'9::::0,.- 53
55
20
23
25
Fig. 6-2 - Steam Generator Front View
the amount of steam produced. The forced recirculation

principle assures efficient heat transfer and eliminates
scale formation almost entirely.
The steam generator consists of a radiant or

combustion chamber section and a convection section.
The heating surface of the radiant section consists of
three elements forming the envelope of the combu:;tion
chamber. Each element is connected to the inlet and
- 602A -
STEAM GENERATOR F7-6A-1149
outlet headers. The convection section consists of five

elements, each of which is also connected to the inlet
and outlet headers. Each of the eight elements is
equipped with an orifice at the inlet end to insure
proper distribution of the circulated water.
The electric motor which drives the circulating

pump also drives the fuel oil pump and blower.
The feedwater pump is of the reciprocating type

and is steam-operated. The steam flow to the pump
is controlled by the feedwater regulator, which is
actuated by a float located in the steam separator. A
rise in water level reduces the feedwater regulator
valve opening and retards the speed of the pump, and
a reduction in water level effects the reverse.
The burner is designed to utilize light grades of

fuel oil such as Diesel oil. The burner head has three
mechanical atomizing burner nozzles one of which is
referred to as the "small burner" and the other two
combined as the "large burner." Electric ignition is
employed and the spark is only provided during a five
second ignition period. Only the small burner is
ignited when lighting up after which the larger burner
is later ignited by the flame of small burner.
The fuel oil supply to small burner atomizing

nozzle is not regulated. The fuel oil pumped to the
larger burner mechanical atomizing nozzles is con-
trolled by an oil regulating valve actuated by steam
pressure. When the steam pressure is low, fuel oil
flow to the larger burner will be maximum, and an
increase in steam pressure above normal will result
in a reduction of fuel oil flow. Proper mixture of air
and fuel oil is automatically maintained at all rates of
firing, thus high combustion efficiency is assured at
all load settings.
- 603A -
THE CONTROL FOR THE WATER AND THE

CONTROL FOR THE FUEL OIL ACT INDEPENDENTLY
OF EACH OTHER AND THUS DO NOT HAVE TO BE
COORDINATED.
The steam supply to the trainline is controlled

'by a reducing valve which can be adjusted to give the
desired trainline pressure. A manual by-pass valve is
incorporated in the reducing valve body, the handle of
which is located on the opposite end of the reducing
valve. This by-pass valve can be used to feed the
trainline in case proper regulation cannot be obtained
with the reducing valve. A trainline shut-off solenoid
valve and an under-pressure valve are located in the
reducing valve pressure control line to open or close
the reducing valve. The trainline shut-off solenoid
valve must be manually latched open to permit the
reducing valve to open. It can be tripped by remote
control from the cab, thereby closing the reducing
valve and shutting off the steam supply to the trainline.
Fig. 6-3 - Remote Control Panel
- 604A -
- 605A -
Before Starting Steam Generator
1. Auxiliary generator on locomotive should be running

and main air reservoir should have at least 60 lbs.
pressure.
2. Check position of all valves. Valves with cross han-
dles should be fully opened. Valves with round han-
dles should be closed, excepting water glass valves
(2 and 6).
3. Turn handles (7) on fuel oil strainer one full turn.
4. Close main switch by moving handle (1) to the "ON"
position.
Starting Steam Generator
1. 1f no water shows in the glass, run feedwater pump

(10) on air as follows:
a. Close pump steam valve (23).
b. Open pump air valve (9).
c. Open steam separator air vent cock (3), while
filling.
2. When water reaches top of water glass, place control
switch (12), in starting position. Push "START" but-
ton (14), and motor will run.
3. Continue to operate feedwater pump on air until water
remains in water glass, then shut pump air valve
(9) and open pump steam valve (23).
4. Close steam separator air vent cock (3).
5. Push and release differential pressure valve water
line snubber (65) two or three times to insure full
opening in pressure line to differential pressure
valve.
6. Place control switch (12), in running position. Steam
generator will fire.
7. As steam generator comes up to pressure, water will
tend to rise, use manual blow-down valve (25) to
keep about 1/2 glass of water.
- 606A -
To Feed Steam To Train Line
Steam generator pressure should be 275 lbs. shown

on pressure gauge (16) red hand before proceeding.
1. Set lever of steam flow control valve (22) in posi-

tion 2.
2. Open remote control steam shut-off solenoid valve
(5) by pulling lever down to latched position.
3. Slowly open main steam line shut-off valve (18) to
full open position.
4. If required, use manual blow-down valve (25) to
keep about 1 j2 glass of water.
5. Loosen wing lock nut on stem of steam pressure
reducing valve (21), and adjust this valve to give the
desired reducing valve setting. After reducing valve
to set, tighten wing lock nut.
6. For high trainline steam demands, during cold
weather, move lever of steam flow control valve (22)
very slowly to position 4.
7. When trainline is fully charged, trainline pressure
will be about reducing valve pressure. These pres-
sures show on steam gauge (17).
Paralleling Steam Generators
1. Set steam flow control valve levers (22) in same

position.
2. Adjust reducing valve (21) to have about same pres-
sures, white hand on steam pressure gauge (17)
within 5 to 10 lbs.
Running Attention
1. Operate remote control solenoid blow-down valve

(11) about 5 seconds every 1 j2 hour by means of
separator blow-down switch on remote control panel
in locomotive cab.
- 607A -
To Shut Down Steam Generator
1. Close steam shut-off valve (18), and open manual

blow-down valve (25), slowly and blow for 5 seconds.
2. Push "STOP" button (13), the motor will continue
to run but at a reduced speed for cool-down period.
3. When steam pressure has dropped to about 50 lbs.
motor will automatically stop. After motor has
stopped, move main switch handle (1) to "OFF"
position.
To Shut Down Steam Generator Enroute

During Cold Weather
1. Close steam line shut-off valve (18).

2. Push "STOP" button (13).
3. Open manual blow-down valve (25) and circulating
pump drain valve (8) wide to thoroughly blow-down
generator. After generator is blown down leave these
valves cracked open.
4. Open oil regulating valve drain (4), differential pres-
sure valve steam line drain (19), differential pres-
sure valve water line drain (20), and feedwater pump
steam line drain (24). Close water suction line stop
valve (28) and open feed pump suction line drain
valve (27).
5. Open steam generator heater valve (15). This con-
nects steam generator to trainline, allowing steam
from trainline to enter to prevent freezing.
6. Move main switch handle (1) to "OFF" position.
- 608A -
til m
TROUBLE SHOOTING o-'3
r
m
1:>:1 ()
NORMAL TROUBLE ACTION

> 0"' --1
0== 0
~
1. When main switch closed
z1:>:1 m<
1:>:1 --1
---- -
a. Pressure gauge If one of these lamps does Check for burned out lamp. ~ <
~
lamp, water glass not light. o-'3 Vi

lamp, and electric Check for blown main line @ 6z
eye indicating lamp If none of these lamps fuses or tripped line circuit
m
all light. light. breaker if used. Check for •
0
co
blown fuses in motor control (j)
> -
cabinet.
· -j - - - - ------
m
z
m
b. Alarm bell should If alarm bell rings. Push "Stop" button in. Check "'r>
not ring. control switch -it should be ;::
in "Starting" position. 0--1
--·- r- - - - - -- --- 0
2. After pushing "Start" "'
button with control "'
()
"fj
0
switch in "Starting" -.3
position. m
I
"'
0"
----- - - ------------ - >I >"'
a. "Stop" button is auto- If "Stop" button does not Check "Start" and "Stop" ....
.....
_,
6
matically released. release.
--'----------------~----·
buttons for defects.
--· --- --· ""
co z
m
TROUBLE SHOOTING I~ ~
m
I n
....
(j)
NORMAL TROUBLE I ACTION I~ 0"'

........ ~
(2. Continued) I
....
co
0....
I m
<
b. Motor starts and If motor does not start. Check "Reset" of motor 0
comes up to speed, overload relay in motor con- ~
driving circulating trol cabinet. Reset if neces- "'

6z
pump, fuel oil pump, sary by pushing reset button
....
(j)
and blower. down. Check main line fuses
(or if circuit breaker is used,
I
•
0 reset it if found tripped.) (j\
> Check for blown fuses in
m
z
m
motor cabinet. Ul
"'~
-----r---- - ---- ~
(': ;:::
c. "Start" indicating If "Start" indicating lamp Check for burned out lamp. > 0....
0
I•mp light•. --~~ not light •nd moto' == "'"'
0 n
1s runnmg. t>:l
zt>:l "'0
0"
d. Alarm bell should not If alarm bell rings. ! Check control switch. It ~ >...."'
ring. I should be in "Starting "posi- ~
0 6z
tion. ::tl
C/l m
TROUBLE SHOOTING IJ-3 ~
tr:l ()
> ;;
NORMAL TROUBLE ACTION
-~~-·-
--------- El:: 9
Cl ~
3. Steam Generator tr:l g
Running. ztr:l <
m
a. Pressure gauge,
white hand, circulat-
If there is no differential
pressure or pressure is
Check for proper amount of
water in steam generator
s;
o-3
~
~
ing pump pressure low or unsteady. about 1/2 glass and add water 0 0
::0 z
should be 30 to 40 if necessary. Push plunger
....
a>
lbs. greater than red on snubber in differential •
.... hand. (The 30 to 40 pressure valve water line to
z
(j)
> lbs. difference in clean snubber. Check circu-
these pressures is lating pump discharge line m
called "Differential strainer - it may require "'

>
r-
Pressure.") It shows cleaning. ;::

0
steam generator has -<
0
proper water circu- "'
V>
lation. ()
0
b. Fuel oil pressure If fuel oil pump pressure Check for oil in pump suction "'0.,
gauge, red hand, is low or no pressure. line by inspecting flow in "'
>
p u m p pressure sight glass. Turn handle on --<
6
should be 250 lbs. fuel oil pump suction line z
~ ~
TROUBLE SHOOTING -:1 m
I ()
0> ....
NORMAL TROUBLE ACTION > 0

....
I
.... 0
•
;:::
(3. Continued) strainer to clean strainer.
Pressure gauge may be de-
""
co <
....
m
fective. Check to see that c
fuel oil pump shaft is rotat- <
v;
ing. Check belt tension. Fuel 6
z
oil relief valve may be stuck
open.
•
....
0)
If fuel oil pump pressure Fuel oil relief valve may be (j)
>
~
m
is too high. stuck closed. Fuel return z
m
line may be plugged. Pres- til "')>
sure gauge may be defective. t-i r
t<:l ;::
> 0
c. Main oil solenoid If Check for defective valve.
:= 0
m~n ~1 so~n~dva~e
Cl "'
valve opens after does not open. t<:l
VI
()
differential pressure z 0
t<:l :::
is established. It
makes a definite ~ ~
t-i ~
"click" when it opens. 0 6
::tl z
NORMAL ~·
4. Control switch is placed
in "Running" position
TROUBLE SHOOTING
~TROUB~- f ~-ACTION
til
>-3 ~
1:':1 ()
>
;s:: 9
0
1:':1
m
;:l
!::
g
z1:':1 m<
to make steam genera-
tor fire. ~ ~
>-3 ~
0 0
z
t
a. ''Burner On" lamp If "Burner On" lamp does I Check for burned out lamp.
::l:l
....
en
lights. not light and steam genera-
tor fires.
•
t.o ----- --- -- -- --- (j)
>
-
m
--~
If "Burner On" lamp does Check Items under "Action" z

m
not light and alarm bell 1 3-a. "'>

r-
rings. ;::
0
....
b. Small burner oil so- If steam generator does r- Restart steam generator, 0
"'
V>
lenoid valve opens. not fire within about 5 check fuel oil pump pressure
This will be indicated seconds, shut-down will and when control switch is "J
-.J
8
"'
I -,
by fuel oil pressure occur and alarm bell will placed in "Running'' position Cf> 0
gauge, red hand ring. note slight drop in fuel oil >I "'>
dropping slightly. pump pressure which indi- ........ =
0
Ignition converter cates that small burner oil ~ z
m
"'l ,.-
TROUBLE SHOOTING -'1 m
I ~
NORMAL TROUBLE ACTION >
a> "'
0
.... s::•
I
.... 0
(4. Continued) "'<0" ....<
m
runsfor about 5 sec- solenoid valve opens. If no ~
onds providing spark, <
drop in pressure, check for iii
after which it cuts defective small burner oil 6z
out. As soon as fire solenoid valve or main oil
is established electric
eye indicating lamp
solenoid valve. Check small
burner nozzle for plugging.
•
....
a>
goes out. Check through burner peep (j)
"'"
> hole for proper spark. Check
m
z
m
air damper and rigging to see en "'>
that it is in low position. o-3 r
t<:l s::
> 0
If no spark or improper
spark.
Check electric wiring between
ignition transformer and
a:: 0
C'l "'
V'
electrodes. Check for dirty t<:l ()
or defective electrodes. z 0
t<:l ~
(Gap between electrodes
should be 3/16".) Check to
~ ~
o-3 ~
see if ignition converter is 0 6
running. z
::0
NORMAL
(4. Continued)
__ i TROUBLE SHOOTING
---=TROUBLE ~---:-::-1
If steam generator fires
for about 5 seconds and
- - - -ACTION
"_"_" _____
With steam generator shut
down, clean electric eye
(/.1
'"'l
1:':1
> 0"'--<
rs::
0
1:':1
z
.--
m
m
()
t
0
::!
<
m
electric eye indicating shutter sight glasses. Check 1:':1 Cl
light remains on and then electric eye tubes. ~ v;<

a shut-down occurs with '"'l 6
0 z
+
both "Start" and "Burner ::ll
....
0>
: On" indicating lights going
out and alarm bell rings. •
CJ1 --"- "--"---"- ---- (j)
>
-
m
c. Steam gen~rator op- z
m
erates on s m a II "'
>
.--
burner until steam ;:::
pressure, red hand 0-I
on pressure gauge, 1s 0
about 30 lbs. "'
"'
()
The large burner so- 0
lenoid v a 1v e then "'-.,0
opens and large "'
>
burn e r comes on, --<
6
this is indicated by z
TROUBLE SHOOfiNG l'lj \!!
-'1 m
I ~
NORMAL TROUBLE ACTION >I
0> "'
0
....
....
'
;::
0
(4. Continued) ""'co .....
<
m
0
pressure showing on ~
white hand of fuel oil Vl
6
gauge. Cijl pressure z
of large burner
....
0>
startstofalloff when •
steam pressure Gl
~ reaches 260 lbs. and m
z
oil pressure drops t9 m
zero when steam rn "'

>
'"i r
pressure reaches If large burner oil pres- t"l ;:::
270 lbs. When steam sure, white hand of fuel > 0
pre s s u r e reaches oil gauge, does not start == 0
0 "'
Vl
290 lbs. small burner to decrease at about 260
automatically shuts lbs. steam pressure and Check for defective oil regu- zt"l
t"l ()
0
~
down and then "Burn- large burner remains on lating valve bellows. This
er On " indicating until "Burner On" indicat- is indicated by steam leak at ~ ~
>-i· ~
light goes out. ing lamp goes out. lower part of assembly. 0 -
::0 ~
tiJ m
TROUBLE SHOOTING ~ ~
t>l ()
> ;ci
NORMAL TROUBLE ACTION 0
§
~
5. Steam generator oper- 0

atingwith trainline shut- zt>lt>l m<:::!
off valve closed.
~~ ~~
a. Steam generator fire H steam generator shuts Place control switch in
is automatically cut 0 0
down when cycling; alarm "Starting" position - this ::0 z
out when steam pres- bell rings with both the will cut out alarm bell. Re-
a>
.....
sure reaches 290 lbs. "Start" and "Burner On" start steam generator. Place •
-'1
When steam pressure indicating lights out; and control switch in "Running" (j)
> drops to 275 lbs. it motor running at reduced position. Also check items m
z
refires. Small speed. under "Action" 4-b. m
burner going on and

"'>
r
H alarm bell rings with Check items under "Action" ;:::
off at short intervals
"Start" indicating light on 3-a. Check feedwater pump 0
is called "Cycling. " -<
0
and "Burner On" indicating steam valve for full open.
light out. Check water glass on steam "'
V>
>'1j ()
separator for indication that -'1 0
water in steam separator a>
I .,
"'
> 0
=~
may be foaming- if so, give I "'
good blow-down using manual
blow-down valve. "'" 0z
co
m
TROUBLE SHOOTrnG 'x:l ,-
::...
-'1 m
I ()
-I
NORMAL TROUBLE ACTION "'9

....
I
!::
(5. Continued) If smoke shows at stack Check small burner air damp- 0
- - - - -- - - ·-· ---
when refiring and then
~
co :::!
er and electrodes. Burner <
m
stack clears. is not igniting as quickly as 0
it should. <
Vi
---
6. Steam generator feed-
6
z
ing steam to trainline.
....
Cl> a. With low steam de- If steam generator stops Check differential pressure •
mand steam genera- firing; alarm bell rings water in glass, water storag (j)
f:; tor may cycle as in with "S t a r t "indicating
m
z
tank, feedwater pump and it m
"5. II With normal light on; and "Burner On" piping. Checkfeedwater pum p "'~
steam demand, both indicating light out. steam valve for full oper ~ !::
t>:l
the small and large Check action feedwater pumi > 0
-I
burners will be on. may be sucking air throug h 5!:: 0
Large burner pres- leaky cover on water treat 0 "'
VI
()
sure, white hand on ment tank. Check item s t>:l
fuel oil gauge, is con- under "Action" 5-a. Chec k
zt>:l "'...,
0
0
trolled by oil regulat- treatment tank drain valvE ~ >"'
ing valve and it varies Should be closed. o-,3 -I
with steam demand. 0 6

:.l z
til m
TROUBLE SHOOTING ~
r-
m
> 0...."'
()
t"l
NORMAL TROUBLE ACTION a'::
~
0 0....
(6. Continued) If steam generator shuts Checkforfueloil pump pres-
zt"l m<
t"l
down; alarm bell rings; sure. With steam generator
"Start" and "Burner On" Q
off, clean electric eye shutter
indicating lights out; and sight glasses. Also check
~ <
Vi
~
iS
motor running at reduced items "Action" 4-b. z
speed.
~
'
•
.....
Cl)
If steam generator shuts Check for blown main line (j)
~ down, alarm bell rings, fuses. Also check items m
z
both indicating lights out, under "Action" 2-b. m
motor shuts down. "'r->

~
0
If smoke shows at stack Check action of air damper 0
with large burner on. and rigging. Check blower "'
belt drive. "'
()
"'l 0
-J
I
"'...,
>
Cl)
0
.....I >
"'
..... ::!
~ 0
-
<Q z
Ref. Refer to
No. Name Of Part Figures
1. Main Switch. . . . . . . . . . 6-5

2. Water Glass Upper Shut-off Valve . 6-1, 6-5
3. Steam Separator Air Vent Cock . . 6-1, 6-5
4. Fuel Oil Regulating Valve Drain Cock . 6-5
5. Remote Control Steam Line Shut-off
Solenoid Valve . . . . . . . . . . . 6-5
6. Water Glass Lower Shut-off Valve . 6-1, 6-5
7. Fuel Oil Pump Suction Line Strainer
Handle . . . . . . . . . . . . . 6-1, 6-5
8. Circulating Pump Drain Valve 6-2, 6-5
9. Feedwater Pump Air Valve . . 6-2, 6-5
10. Feedwater Pump . . . . . . . . 6-2, 6-5
11. Remote Control Blow-Down Solenoid Valve 6-2, 6-5
12. Control Switch 6-5
13. "Stop" Button . . . . . . . . 6-5
14. "Start " Button . . . . . . . . 6-5
15. Steam Generator Heater Valve 6-5
16. Steam Generator Pressure Gauge . 6-2, 6-5
17. Steam Line Pressure Gauge. . . . 6-2, 6-5
18. Steam Line Shut-off Valve . . . . . 6-5
19. Differential Pressure Valve Steam
Line Drain . . . . . . . . . . . . . 6-5
20. Differential Pressure Valve Water
Line Drain . . . . . . . . . . . 6-2, 6-5
21. Steam Pressure Reducing Valve 6-5
22. Steam Flow Control Valve . . . . 6-5
23. Feedwater Pump Steam Valve . . 6-2, 6-5
24. Feedwater Pump Steam Line Drain 6-5
25. Manual Blow-Down Valve . . . . . 6-2, 6-5
26. Washout Valve . . . . . . . . . . . 6-2, 6-5
27. Feedwater Pump Suction Line Drain Valve 6-5
28. Feedwater Pump Suction Line Valve 6-5
29. Inlet Header Pipe Plug . . . . . 6-5
30. Manual By-Pass . . . . . . . . . 6-5
31. Oil Burner Control Junction Box 6-1
- 620A -
Ref. Refer to
32. Ignition Converter. 6-1

33. Air Damper Control Cylinder Drain
Sight Glass 6-1
34. Air Damper Control Cylinder 6-1
35. Blower. . . 6-1
36. Blower Belt Idler. 6-1
37. Operating Motor 6-1
38. Circulating Pump . 6-1
39. Fuel Oil Pump Suction Line Strainer . 6-1
41. Fuel Oil Pump 6-1
42. Fuel Oil Pressure Filter 6-1
43. Fuel Oil Relief Valve 6-1
44. Orifices . . *
45. Water Glass. . . . . 6-1
46. Water Glass Light 6-1
47. Fuel Oil Regulating Valve 6-1
48. Safety Valves 6-1
49. Steam Separator. 6-2
50. Pressure Gauge Light 6-2
51. Radiant Elements . *
52. Convection Elements *
53. Fuel Oil Pressure Gauge 6-2
54. Feedwater Regulator . 6-2
55. Differential Pressure Valve and Switch
Assembly 6-2
56. Access Door. 6-2
58. Water Separator. 6-2
59. Fuel Oil Suction Line Sight Glass. 6-1
60. Automatic Blow-Down Valve . 6-2
61. Automatic Blow-Down Line Spring Loaded
Check 6-2
62. Circulating Pump Discharge Line Strainer. 6-2
63. Automatic Blow-Down Heat Exchanger 6-2
*Not Illustrated
- 621A -
F7·6A·1149 STEAM GENERATOR
Ref. Refer to
64. Circulating Pump Discharge Line Check

Valve . . . . . . . . . . . . . . . . . . 6-2
65. Differential Pressure Valve Water Line
Snubber. . . . . . . . . . . . . . . . . • 6-2, 6-5
66. Steam Generator Control Cabinet . . . . 6-2
67. Feedwater Pump Discharge Line Check
Valve . . . . . . . . . . . . . . . . 6-2
68. Electric Eye Flame Failure Control 6-2
69. Fuel Oil Solenoid Valve Manifold 6-1
70. Main Oil Solenoid Valve . . . . . . 6-1
71. Large Burner Oil Solenoid Valve 6-1
72. Small Burner Oil Solenoid Valve. 6-1
73. Soot Remover Air Gates . . . . . 6-1
74. Cover for Soot Remover Container 6-1
75. Ignition Transformer . • . . . . 6-1
76. Ignition Electrodes Lead Wires 6-1
77. Small Burner Flexible Oil Hose 6-1
78. Large Burner Flexible Oil Hose 6-1
79. Ignition Electrodes . . 6-1
80. Burner Head . . . . . 6-1
81. Oil Burner Peep Hole 6-1
82. Burner Wind Box . . . 6-1
83. Inlet Header . . . . . . . . . . . . . . 6-1
84. Differential Pressure Valve Steam Line
Snubber . . . . . . . 6-2
85. Feedwater Heater . . . . . . . . . 6-1
86. Smoke Stack Opening . . . . . . . 6-1
88. Fuel Oil Suction Line Check Valve 6-1
89. Outlet Header . . . . . . . . . . . 6-2
90. Sludge Settling Chamber . . . . . *
91. Water and Steam Inlet to Steam Separator *
92. Water Separator Primary Chamber . *
93. Steam Separator Secondary Chamber . *
*Not illustrated
- 622A -
Ref. Refer to
94. Feedwater Pump Exhaust Vent Pipe . 6-1

95. Sludge Settling Chamber Inlet. .. *
96. Sludge Settling Chamber Outlet . *
97. Sludge Settling Chamber Metering
Choke. 6-2
98. Pressure Gauge Steam Line Shut-off
Valve. 6-2
99. Feedwater Pump Steam Heat Exchanger. *
100. Circulating Pump Stuffing Box Cooling
Water Strainer . 6-2
*Not illustrated
- 623A -

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DIESEL LOCOMOTIVE OPERATING MANUAL

This manual has been written to specifically cover

Coverage of the Dynamic Brake is included. The

Weight (fully loaded) "A" Unit (approx.) ................ 230.000 lbs.

SECTION 1 - GENERAL DESCRIPTION 100

Engineman's Controls 102

SECTION 2 - NORMAL OPERATION 200

SECTION 3 - SPECIAL CONDITIONS AND

Problems During Operation 309

SECTION 4 - COOLING, LUBRICATING OIL

Cooling System 400

SECTION 5 - ON-THE-ROAD TROUBLE-

SECTION 6 - STEAM GENERATOR 600

A description and general location of equipment

100 Diesel Engines Each unit has a 16-cylinder

101 Main Generator and Alternator The main

102 Traction Motors Four traction motors are

During acceleration four steps of traction motor

103 Reversing Locomotive Reversing the locomo-

104 Auxiliary Equipment Auxiliary equipment in

105 ThroHie Lever This lever controls the speed

106 Reverse Lever The reverse lever can be re-

107 Transition Lever This lever is on the left

LEGEND OF ENGINEMAN'S CONTROLS

1. Automatic Brake Valve

The dial of the meter is graduated into amperes

A red diamond and a black line at 825 amperes

A blank space exists between the transition areas.

A plate is mounted below the meter dial showing

112 Wheel Slip Light This light indicates that the

113 Dynamic Brake Warning Light (If Used)

F7-1- 1049 DESCRIPTION

Engineman's Control Push-Button Switch Box

114 PC Switch The pneumatic control switch (PC)

brake "recovered," When this has been accomplished

AIR BRAKE EQUIPMENT

The 24 RL brake equipment is normally used on

The brake valve, Fig, 1- 4, also contains:

116 Independent Brake Valve The S-40- F inde-

self-lapping type which automatically laps off the flow

117 K-2-A Rotair Valve The four positions of the

118 Safety Control Foot Pedal The safety control

119 Sanding Valve When the locomotive is equipped

Q-24 CONTROL VALVE

GRADUATED RELEASE CAP

RETARDED RECHARGE COCK RET ARCEO RECHARGE COCK

HANDLE OVER LETTERS ''FRGT LAP" :~-·

HANQLE OVfR LETTERS "PASS"

:110 POSITION USED FOR TRAILING "A" UNITS,

INDEPENDENT BRAKE VALVE---

dNIT CONTROL VALVE SECTION

WHEN OPERATING A ~8" UNIT ALONE WITH THE

HANDLE OVER "F"

II-IANDLE OVER "t."

'HANDLE OVER ·p~

VIEW OF PIPE BRACKET FOR CONTROL VALVES

Cock Handle Positions

119 Speed Recorder-Locomotive Overspeed Control

120 Unit Selector Switch (Dynamic Brake) The

121 Windshield Wipers The windshield wipers are

122 Horn Valves The horns are operated by air

123 Locomotive Bell The locomotive signal bell

at the engineman's station. The bell shut-off valve is